1 - F-16.net

NAVAIR
OI -4 0AVM- l
NATOPS FLIGHT MANUAL
NAV Y MODEL
A-4M
AIRCRAFT
Douglas Aircraft Company, Long Beach, Calif. 90801
Contract No. NOOQI9 .70-C-0236
THIS MANUAL SUPERSEDES PRELIMINARY PUBLICATION
NAVAIR OI-40AVM·1 DATED I AUGUST 1970
:\ A
D<I..
I
<i>L
'i-I- 7'1
-eel to special export controls
to fore ign governments
1
nls thereof may be made
prior approval of NAVAIRSYSCOMHQ,
as
I
ISSUED BY AUTHORITY OF TH E CHIEF OF NAVAL OPERATIONS
AND UNDER THE DIRECTION OF THE COMMANDER,
NAVAL AIR SYSTEMS COMMAND
FAl-2
I November 1971
NAVAlR 01-40AVM- 1
A-4M
NATOPS
Nov 1971
Section XI
SECTION XI
PERFORMANCE OAT A
TABLE OF CONTENTS
P age
P a rt
2
Introduction
11 - 1
GENERAL ..
11 -3
Performance Data Basis
Abbreviations , Symbols , and
Definitions . . . . . . . . . . . .
Drag Count Index System . . .
Airspeed Corrections ..
Altimeter Corrections . . . . .
11 -3
1l-7
11 -7
TAKEOFF . . . . .
11 -7
Takeoff Charts ..
Operational Takeoff Distance ..
Maximum Takeoff Weight - With
and Without JATO. . . . . . . . . . .
JATO Firing Delay, Minimum Takeoff
Distance - Two MK 7 MOD 2,
5KS-4500 JATO Bottles ..
Refusal Speed . . . .
Stopping Distance . . . . . .
11 -7
11 -7
3 CLIMB . . . . . .
Climb . . . . .
Combat Ceiling and Optimum Cruise
Attitude . . . . . . . . . ... . . . . . . . .
4 RANGE . . . . . . . . . . . . . • . • . . •..
I
Range Factor Chart
Fouled Deck Ra nge.
Long Range Cruise.
Ma.,<imum Range Cruise
Nautical Miles per Pound of Fuel
11 -3
11 -4
11 -8
P art
P age
11-63
5 ENDURANCE.
Fouled Deck Endurance ..
Maximum Endurance ...
11 -63
11-63
6 Am RE F UELING ...
11-71
11-71
11-71
Air Refueling Charts
Tanker Speed Envel ope ...
Tanker Fuel Available for
Transfer . . . . . . . . . . . .
Tanker Fuel Transfer Time ..
Fuel Consumption oC Tanke r
During Air Refueling . . . . . .
11-73
11 - 73
11 -76
7 DESCEN T • . . . . . . . . . .
11-79
11-79
Maximum Range Descent
11-19
11-20
11-20
8 LANDING . . .
11- 83
Landing . . . .
11-83
11 -3 1
11 -31
11-3 1
11 -39
11-39
11 -39
11 -39
11 - 46
11 -5 1
INTRODUCTION
The ope rating data charts contai ned in this sedion
provide the pilot with information enabling him to
realize the ma.'<imum performance capabilities of
the aircraft. Use of the c hart material for preflight
planning and application of the prescribed operating
procedures will result in optimum effectiveness of
the aircraft.
9 COMBAT P ER F OR MANCE
11-93
Combat P erformance
Turning Radius ... .
Maneuverability .. .
Maximum Mach Number .
11 -93
11 -93
11·93
11-98
10 MISSION PLANNlNG . . . . . • • • . . . .
11·101
~
f..1ission Planning . . . . . . . • . . . . • . .
1l· 101
I
Section XI is divided into 10 parts to present
performance data in proper sequence for preflight
planning . Sample problems and charts are pro·
vided to present the sequence of steps required to
find the proper values and solution of a given
problem. Performance data are presented in
g raphical type charts for ICAO standard day
conditions. In some instances, temperature
corrections for non-standard atmosphere have
been included.
11-1 /( 11 ·2 blank)
NAVA IR Ol-40Avr.l-1
Section Xl
Part I
PART 1
GENERAL
PERFORMANCE OAT A BASIS
AblJrevlalion
Perforillance data are based on ai rcraft char ac teristics obtained from A -4 E F Nan and TA-4F Cont r actor flight tests. calculations. and engine data frOIll
Pratt and Whitney specifications. All charts are presented for ICA O standard atmosphe re conditi ons.
although amiJie nt temperature correction sr:des a r e
provicti!ci in a number of c ha rts where temper:tt ure
{'ffec ts are significant. AI! perfor mance is oased on
a c enter of g ra\'il y position of 25 percent MAC. All
cha rt s are applicable to JP-4 or J P-5 fuel. having a
nomiml densit~' of 6. 5 and 6.8 pounds per g:.llIon
respecth·clv.
'F
Degrees FailT('nhcit
Fit
Flight
FPl\l or fpm
Feet per minut(>
Fr eq
Frequency
Ft o r ft
Fect
g
Gr,\\'iiy force
H or h
Altitude
ABBREVIA liONS, SYMBOLS, AND
DEF INITIONS
Abbr(!t'L\tion
Definition
r.le rcury
Hour
Definition
,
LA S or V.
Indicated airspeed
Instrument reilding corr ccted for instrumenl
error
[CAO
International Civil
A\'iation Organization
In
Inches
KCAS
Knots calibr ated ai r speed
KEAS
Knots equiva lent airs peed
KIAS
Knots indicated airspeed
KTAS
Knots true airSI)ced
Kts Kn
Knots
Ib
Pounds
M
Mach numbC!r
l\lAX
Maximum
min
~linutes
Equiva lent airspeed = CAS
corrected for compressibilityeffect
mill
Mi/liJnetel's
EGT
Exhaust gas tempc ra ture
NM or N1vti
Nautical l\liIes
EPR
Engine press ure r a tio
OAT
Outside ai r temperatu r e
Ratio of speed of sound at
a ltitude to speed of sound
at sea leveL [CAO
standard day
ac
A liernating current
ADF
Automatic direction finding
AI!
Altitude
"C
Degrees Centigrade
CAS or Vc
Calibr ated a irspeed = LAS
cOITected for position
('rror
CG
CC!nter of gnvity
de
Dit'eet current
Deg
Degree
Amb
Free stream static
conditi on
EAS or
V,
I
Norma l load bctor
11-3
NAVAIR 01- 40AVM - l
Section Xl
Pa r t 1
Definition
Abbreviation
p
Abbr eviation
Sigma - ratio of density at
any altitude to density at
sea level. ICAO standard
day
Static atmospheric pressure at any altitude
Static atmos pheric pressure a t sea level rCA D
stand.trd day = 29. 92 inches
of mercur y
pSi
Pounds per square inch
RCR
Runway condition reading
RNI
Reynolds number index
RPM
Revolutions per minute
(Engine speed)
SL
Sea level
Sid
Standa r d
T
Static absolute temperatur e at a ny altitude
T
o
Static absolute te mper ature a t sea level ICAD
sta ndard day =
288.2 degrees Kelvin
TAS
True a irspeed
Vol
Volume
Wt
Weight
Delta - c hange in (e. g.
gr oss weight)
6 or p I p 0
p
DRAG COUNT INDEX SYSTEM
The la rge v;lr iety of externa l store loadings permitted on the A- 4M aircraft requires a method of
data p resentation that can reflect a var iable external
configur ation. This method is called the Drag Count
Index System .
In the Drag Count Index System. each ilem of the ex ter nal stor e configuration. such as a bomb. tarue or
py lon. Is assigned a drag number value that depends
upon the size and shape of the item and its location
on the aircraft. The sum of the se individual drag
numbers. for a particula r loading. reflects the drag
index for that configuration. This index. when app lied to the performance charts. defines the performance of that configura tion .
Some of the individual drag numbers used for determining drag Indexes are shown In figure II-I. and a
comple le listing is made in NAVAlR Ol - 40AV-1T.
Note tha t the dr ag numbers for a given store depend
on the store station on which they a rc carr ied. The
weights of typical external stores. pylons, tanks. and
adapters ar e included in fi gw' e II - I. The drag of the
clean aircraft includes the dr ag of the centerline
pylon. upper av ionics pod. inflight fueling probe. a nd
drag chu te. but no guns or wing pylons.
SAMPLE PROBLEM
Coeffi cient of rolling
friction
Drag Indexes
Rho - density of atmospher e at sea level ICAO
standard day = 0.002378
slugs per foot
11-4
Theta - r atio of absolute
temperature or a ny a lti tude to a bso lute temper ature at sea level; ICAO
standard day
Delta - ratio of static a ir
pressure to ICAD standard
sea level s tatic a ir
pressu r e
Rho - density of atmosphere in sLugs per foot at
any altitude
Definition
( For figure 11-1)
Ass ume the exter na l configuration consists of a 300gallon Aero 1-0 fuel tank on the centerline pylon . a
6x300 -pound MK 81 Sn.'1.keye bomb c luster on e;lch
inboar d wing py lon, and a 530-pound MK 82 bomb on
each outboard wing pylon.
NAVAIR Ol-40AVM-l
Section XI
Part 1
STORE DRAG INDEXES AND GROSS WE IGHTS
DRAG INDEX FOR CLEAN CONFIGURATION (2) = 0
MODE L: A- 4M
ENGINE: JS2-P-408
DATA AS OF. 1 DECEMBER 1970
DATA BASIS: ESTIMATEO
STATION
STATION
2
1
4
,
UP TO
500 U )POUNDS
STORES UP TO
500(l)POUNDS
STORES UP TO
1200(I)POUNDS
1200 U )POUNDS
AI RCRAFT WEIGHT (POUNDS I
ESTIMATED WEIGHT EMPT Y
(~) -
- - _ - - 11,326
TW020MMGUNS (NQAMMOJ------_
TWO AERO 20 AAI RACK-PYLONS ON
STATION 75 (2 AND 4)- - - - - - - - - _
TWO AERO 20 4-1 RACK-PYLONS ON
STATI ON1l3.75(lANDS)------ - -
344
140
128
TWO JOe-GALLON AERO-lO
EXTERNAL FUEL TANKS{EMPTYl_____
ARMORP LATE __ ___ __ ____ __
398
101
TOTAL OPERATI NG WEIGHT EMPTY - _ _ _ 12,437
NOTE:
(l J REFER TO NAVAIR Ol -4 0AV- IT FOR CA RRIAGE AND
I
RELEASE LIMITATIONS, ANO EXCEPTIONS FOR CARRIAGE
OF CE RTAIN STORES WEIGHING MORE THAN STATION
LIMITATIONS SHo\'VN.
( 2) CLEAN AIRCRAFT CONFIGURATION DOES NOT INCLUDE
GUNS AND WING PYLONS.
( J) OPERATING WEIGHT INCLUDES A CENTERLINE AERO 7 A-I
RACK (WITH FAIRING) PILOT ENGINE OIL, TRAPPED
FUEL AND OIL, lIQU16 OXYGEN (10 LI TERS), DRAG CHUTE,
ECM EQUIPMENT, AND MISCELLANEOUS EQUIPMENT
(PARAKITS, ETC).
FAl-l17
Figure 11-1.
Drag Indexes (Sheet 1)
11-5
NAVAlR
Section XI
01-<lOAVM ~ 1
Part 1
Apprl)x
Wclght
Guns and Suspension Equipment
Ib(ca
'('\\O )\!K 12 Guns and ·100 Rounds Ammo
li2'"'
·100 Hou nd s 2 0-mm ,\mmo
2"4
,
Drag Imit'x
2
-
-
-
70
011(' A ERO
Rack~
p..·]on
6·1
7
99
6
6
6
.,"
"
,<
"
AF:RO 5,0\-1 Launchel'
A A 37B-I ;\IBR
I S!)
,7
,\ ,\ 37B- 3 P;\IBR
,
5
7
Rack-l'~l o1\
I
Store Station
3
One AEH020A-l
20,,\~
:It
6
-
-
6
7
THt-7
105
1Z
MER-7
22:)
23
6
,.
"
"
n
23
12
"
6
"
"
--
Approx
Weight
lb/c>a
Tanks and Pods (1)
st:s PF.:"'SIOK
""0. of
Stores
150- G!\ L Fud Tank ;
AEHO 20A-1. 7,1._ 1
•
1156/ 136
AERO
1
2223(1$3
AE RO 20A-I
1
2239/199
·IOO- Gi\ L F'uel Tank;
Ft: LL.iEJ\l PTy(2)
AEB O 7A-I
,
2960/240
300-GA L Hefueling
Store ; FrLLI
AEHO 7A-I
•
2765/725
AE RO 20A-I, 7A-I
•
SA5/4i7
rTLLfE~lI'Tyf.!)
30Q-G,\ I. J'ue! rank
(Bobtai l ); FrI. ••
7A~1
Drag Index at Store Station
•
2
"
•
10
"
"
DIPTy('2)
300-GA L Fuel Tank
H Fin!'); Fl'U..!
3
"
"
EMPTy(2)
20
30/1111(3)
EM PTy(2)
GTC-% POOMounted; f'L' L LI
Ej\\PTY
!\OTES:
"
19
\.
Hekr to the NAVAIR OI-<l OAV-1T for all other appli c:l. b\e e .'((ernal store drag index and weight d:lta.
carriage and r cle:l.sc limitati ons , and exceptions for c:l.rl'iagc of the s tores weighin g more th an station
limitations noted on sheet I.
2.
Fuel tank weight for JP-5 fuel.
3.
Hose and drogue: retracted / extended.
Figure 11-1.
11 -6
"
Drag Indexes (S heet 2)
5
NAVAIR 01-40AVM-l
External
Stor e Item
Drag
Index
Clean air cr aft
0
2 MK 12 20-mm guns
with 400 rounds of
ammunition
7
We ight Pounds
To convert calibrated airspeed to true airspeed and
true Mach number, figure 11-2 is provided . Figure 11 - 2 has compressibility effects built into the
graph permitting a direct step from calibr ated to
true a irspeed.
628
A position e rror is associated with the Mach number
indicated values a nd the true ?vlach number values.
This re lationship is shown in figure (to be furnished
a t a later dat e).
1 300-gallon Aer o- ID
fuel tank on centerline
15
183
2 inboa rd wing pylons
12
140
2 outboard wing pylons
14
128
Altitude Correction fo r Position Error
2 multiple ejector r acks
46
446
(For figure 11-6)
70 '
3000
6"
1060
~ 2 5x300-pound
MK 81
Snakeye bombs
2 S30-pound MK 82
bombs
§
Totals
Section XI
Part 1
SAMPLE PROBLEM
§
(fr.l.t a t o be furnished at a later date. )
Mach Number Correction for Position Error
B
,.,
(For figure 11 -7)
170
5585
As the mission is flown, ta nks may be dropped and
stores will be expended, changing the external s tore
configur ation a nd thu s the drag index.
(Data to be furnished at a later date.
Airspeed Conversion
(For figure 11 -2)
"'Refer to NAVAIR 01-40AV-IT.
AIRSPEED CORRECTIONS
Several corrections to the airspeed indicator reading
must be added to arrive at the true airspeed of the
air craft. Two corrections peculiar to the indicator
Hsel! are instrument error and lag. These er ror s,
which are usuaUy small, a re a dded aLgebraically to
the indicator r eading to obtain the indi cator airspeed.
(A ) Ca librated airspeed .
360 kn
(B) Tr ue pressure altitude
25,000
Ie) True Mach number ..
0.849
(t
(0 ) OAT . .. . . . . .
(E) True airspeed.
565 kn
ALTIMETER CORRECTIONS
Calibrated airspeed is equa I to the airspeed indicator
reading corrected for position and instrument error.
P osition error, shown in figure (to be furnished at a
la ter date), is an error introduced due to the location of the static source at a point of nonambient
static press ure.
Equivalent airspeed is equal to the airspeed indicator
r eading corrected for position error, instr ument
error, a nd for the compressibility at a. par ticular
a ltitude.
True airspeed is rela ted to equivalent airspeed by the
foll owing : KTAS ::. KEAS x 1/,fU
The a ltimeter is connected to the static source .
Pos ition error. corrections, similar to those for air speed indications , must be applied to the alti meter
indications to obtain tru e pressur e a ltitude. The
cor r ections are given in figure (to be furnished at a
later date). Instrument err or a nd a ltimeter lag are
also prevalent in the altimeter system. The lag
error (appr oximately 200 feet) could be significant
in a low-altitude dive pullout.
SAMPLE PROBLEM
Ai rspeed Correction for Position Error
(F or figure 11 -6)
The quantity 1/ ,fli may be found in figures 11-3 and
11 -5.
(Data to b e furnished at a later d.-lte.
11 - 7
I
NAVAIR Ol-40AVM-l
Section XI
Part 1
AIRSPEED CONVIRSION
.. ,.
,.
PRESSURE ALTIWDE-l000 FEET
60
1.00
••
I.
....
•
0.'0
0.70
'00
"
..
.,
~
~ 0.60
600
":z:
~
~
.
0
Z
Z
u
I
... ."
c
:Ii
~
.."
~
.... 0.50
L
~
:c
~
... .."
~
....
~
...
0.'0
f!jl:~~:'=~~3i~60
0.20
PRESSURE AL TITUDE
•
100
~
'00
'00
...
CAUSIAUD AIRSPEED - KNOTS
I
25,000 FEET
=
~~~~~T~R~U~E~M~A~C~H~N~U~M~B~£R~=~01·~84['~~~~
1
TRUE AIRSPEED
cuo
..
,
KNOTS
DAY)
... ...
517
I ..
FA 1-5t
Figure 11-2. Airspeed Conversion
11- 9
NA VAffi Ol- 40AVM-l
Section XI
Part 1
DENSITY ALTITUDE CHART
_80
-60
-:"0
_20
0
20
..
40
TEMPERATURE DEGREES CENTIGRADE
TEMPERATURE DEGREES FAHRENHEIT
_140_120 _100_80 _60 _40 -20
.65
.70
.75
.•0
.as
0
.90
20
40
.95
60
.0
1.00
1.05
100
120 '40
1.10
1.15
TEMPERATURE RATIO - 9
FA 1-60
Figure 11-3.
11-10
Density Altitude Chart
NAVAIR 01 - 40AVM-l
Section XI
Pa rt 1
Degrees
Centigrade
Degrees
Fahr enheit
Degrees
Centigrade
Degrees
F:lhr enheit
-75
-74
-73
-72
-71
-70
-69
-103 .0
-101.2
- 99 . 4
- 97.6
- 95 . 8
- 94.0
- 92.2
- 90.4
-33
- 27 .4
-25. 6
-23 . 8
-22 . 0
- 20. 2
- 18. 4
-16 . 6
- 14. 8
-13. a
-11. 2
-08
-67
- 66
-65
-64
-63
-62
-61
- 60
-59
- 58
-57
-56
-55
-5 4
-53
-5 2
-51
-50
-40
-48
-47
-46
-45
-44
-43
-42
-41
- 40
-3 9
-38
-37
-36
-35
-34
-33
-3 1
-30
- 29
- 28
- 27
-26
-
88 .G
- 25
86.8
85.0
83.2
81. 4
79. 6
77.8
76.0
74.2
72 . 4
70.6
68.8
67. 0
65.2
63. 4
61. 6
59.8
58.0
56 . 2
54. 4
52. 6
50 . 8
49. 0
4'7. 2
45. 4
43.6
41. 8
-24
-23
-
38.2
36 . 4
34.6
32 . 8
31. 0
29 . 2
-22
- 21
- 20
- 19
- 18
- 17
-16
-15
-14
-13
-12
-11
-10
- 9
-
- 40.0
8
7
6
5
4
3
2
1
0
1
2
3
4
5
6
7
8
-- 7.9.46
- 5. 8
- 4 0
- 2. 2
Degrees
Centigrade
,
10
11
12
13
14
15
16
17
18
II
I
0.4
I,
1.4
I
3. 2
5. a
6. 6
I
8.6
10. 4
12. 2
14.0
15. 8
17. 6
19. 4
21. 2
23.0
24. 8
26.6
28 . 4
30 . 2
32.0
33.8
35.6
37. 4
39.2
41. 0
42.8
44 6
46. 4
19
20
21
22
23
24
Degrees
Fahrenheit
48. 2
50.0
51. 8
53. 6
55 . 4
57. 2
59.0
60. 8
62.6
64. 4
66. 2
68.0
69.8
71. 6
73- 4
75.2
25
77.0
26
27
28
29
30
31
78.8
80 . 6
82.4
84. 2
86.0
87. fI
89 . 6
91. 4
93.2
95.0
96. 8
98.6
100 .4
32
33
34
35
36
37
38
39
40
41
42
43
44
45
4G
47
46
49
50
102. 2
104.0
105.8
107.6
109. 4
111. 2
113.0
114 . 8
11 6.6
118. 4
120.2
122 .0
I
Figure 11-4.
Centi gr ade / F a hrenheit Conversion
11-11
NAVAIR Ol-40AVM - l
Section XI
Part 1
TempcratUI'C
Altitude
Feet
Se:l l.el'ei
Density Hatio
I}
-
'C
p/ po
'F
!Iatio
e
T/To
Speed of
Sound Hntio
a/ao
Pressure
In. of Hg
Hatio 6
PIP
o
L 0000
1. 0000
15.000
59.000
I. 0000
1.000
29.921
1.0000
0.971]
1.0148
13.0H!
55.434
0.9931
0.997
2R.f\56
0.9644
2000
0 . 942~
1.0299
JI.03'J
51.868
0.9862
O. f}93
27.
~21
0.9298
:l000
0. 9151
I. 0454
9.056
48.302
0.9794
0.990
26. 8 17
0. 8962
4000
O. 88'! I
1. Dull
7.075
44. 735
0.9725
0.!)66
2.;. 842
0.8637
5000
O. 8617
1.0773
5.094
41.169
0.9656
0.983
24.896
0. 8320
6000
0.8359
I. 0938
3. I J3
37.603
0.9587
0.979
23.978
0.8014
1.132
1000
7000
0 . 8106
1.1107
34.037
0. 95 19
0.97G
23.08'1
0.7716
8000
0.7860
1.1279
-0. 85030. 471
0.9450
0.972
22 . 225
0.7428
9000
0.7620
1. 1456
-2.831
26.905
0.9381
0.9G9
21. .38!1
0.7148
10.000
0.7355
1.1637
-4. 812
23.338
0.9312
0.965
20.571
0.6577
Il,OOO
0.7156
1.1822
-6.793
19.772
O. 92 44
0.961
19.79\
0.6614
12,000
0. 6932
1.2011
-8.774
16.20G
0.9175
0.958
19.029
0. 6360
13.000
0. 67J3
1.2205
-1 0.756
12.640
0.9106
0.954
18 .2 !!2
0. 6113
J.l,000
O. 6500
1.2403
-12.737
9. 074
0.9037
0. 951
17.577
0.5875
15,000
0.6292
1.2606
- 14.7'18
5.508
0.8969
0.947
16_886
0.5643
16.000
0.6090
1.2815
-16.699
1.941
0.8900
0.943
W.216
O. '-i420
17,000
0.5892
I. 3028
-J!l. G'IO
-1. 625
0.8831
O.MO
15.569
0.5203
18,000
0.5699
1. 324G
_20.662
-5 . 191
0. 8762
0.936
14.942
0. 4994
19,000
O. SSll
1.3470
_22.0 43
-8.757
0. 8694
0.932
14.3:"16
0.479 1
20.000
0.5328
1.3700
-24.624
- 12.323
0.8625
0.929
13 . no
0.4595
21,000
0.5150
l. 3935
-26.605
-IS. 889
0.8556
0.925
13. 1'14
0.4406
22,000
0.4976
1.4176
-2 8.586
-19.456
0.8487
0.921
12.6:l6
0.4223
23,000
0.4807
1.4424
-30.586
- 23 . 022
0.8419
0.918
12. 107
O. ~O~G
24.000
0.4642
1.4678
-32.5'19
-26.588
0.8350
0.914
11. 597
0.3876
25,000
0.4481
1.4938
-34.530
-30 . 154
O. 1l2S1
0.910
11. 104
0.3711
26,000
0.4325
1.520G
-36.511
-33. no
0.8212
0.906
10.627
0.3552
27,000
0.4173
I. 5480
-3'1. 493
-37. 2SG
0. 8144
0.902
10.168
0.3398
28.000
0.40'l5
I.S762
-40.474
-40. 852
0.8075
0.899
9.725
0.3250
29,000
0.38~1
1.6052
-42.4(;5
-44.419
0.800B
0.895
9.297
0.3107
30.000
0. 3701 1
1.6349
-4 '1"13{\
-47.98(;
0.7937
0. 80 1
8.885
0.2970
3 1. 000
0.360:;
1.66501
-,10.417
- (;1.551
0.7869
O. '1[\7
8. 48'l
0.2S37
32.000
0.3473
1.6968
-4~.39V
-55.117
0.7800
0 . .983
8.106
0.2709
33.000
0.3345
I.
7291
-50.379
-58. 6'13
0.7731
0.879
7.737
0.2586
34.000
0.3220
1. 7623
- 52.361
-62.24 9
0. 7662
0.875
7.3112
O. z.lG7
REMAHKS :
DATA BASIS,
~ACA
Technical
~ote
1'\0. 3182
to
Po
ao
Po -
Figure 11· 5. ICAQ Standard Altitude Chart (Sheet 1)
11 ·12
Se~ Leve l Air
15 "e
29.921 in. of l!g
661. ~ Imots
0.0023769 slug per cu fl
(2) (CAO Standard
(I) One in. of Ilg - 70.732 Ib per sq ft
= 0.4912 Ib per sq in.
Sec tion XI
NAVAIR Ol - 40AVM - l
Part 1
Temperatur e
Altitude
Feet
Speed of
Densitv Hatio
(l
'plpo
OF
Rat io
e _ TIT o
Pressure
Sound .Rat io
a lao
In. of I!g
0 . 871
7. 041
0 . 235:\
Halio 6
=
P/Po
35.000
O. 3099
1. 796..
-54 . :3<12
-65 . 816
36,000
0.2981
]. 831 ;)
-56.323
- 69 . 382
0.7525
0.867
G.7 12
0.2243
36.089
0.2D71
1.8347
-56 . 500
-69.700
0.751D
0. 867
6.683
0.2234
3 •. 000
0 . 28 44
I . ~753
6 . 397
O. ~ 138
31'1.000
0.27 JO
J. 9209
0.
on
0.2038
39.000
0.2C,85
L 9677
5.
m
O. 1942
40.000
0.2462
2.0155
5 538
O. ISS 1
41,000
0 . 2346
2 . 0645
5 .2 78
O. 1704
·!2,000
0. 22 36
2.1148
5.030
O.
43.000
0.2 131
2
662
4.794
o. 1602
4.1.000
0 . 2031
2.2189
4 . .'; 69
0.1527
.1. 355
0. ]·155
j
0.7534
16~ 1
45.000
0.1936
2 . 2728
46,000
O. 1845
2
3~81
... 15.1
47.000
O. 115 8
2. 3848
3 . 956
O. 1322
48,000
O. 1676
2. 4428
3.770
O. 1260
49.000
O. 1597
2.5022
~J .
593
O. 120]
50,000
0.1522
2 . 56:1O
3.425
0 . 11 45
5 1. 000
O. H.id
2.625 4
3.26·1
O. 1091
52.000
O. 1383
2.6892
3 . 11 1
0.1040
53 . 000
O. 131 8
2. 75 40
2.965
O. 099]
54 . 000
0.1256
2 . 8216
2.1126
O. 09'14
O. 1387
55 .000
0. 1197
2. 890 3
2.69 3
O. 0900
56 . 000
0.1141
2 . 960(;
2.567
0 . 0858
57,000
0.1087
3 . 0326
2. 446
O. OillS
58,000
0. 1 036
3. 1063
2 . 331
0 . 0779
5<:l . 000
0 . 09fl77
3. 18.19
2 . 222
0 . 0743
60,000
0.09414
3 . 2593
S. JI 8
0.0709
61. 000
0 .08972
3 . 3386
2.0.18
0 . 0675
62,000
0.08551
3. 4198
L 924
0.0643
63,000
0.08150
3. S029
1. 83:\
0 .0613
64 .000
0 . 07767
3. 588 1
1. 747
0 . 0584
65,000
0.07403
3 . 675 4
1. 665
0.0557
-56.500
-69 . 700
REMAR KS:
0 .7 519
0. 867
(2)
(l) Onc in . of H~ -" 70 .732 lb pe r s q rt
= 0.4912 Ib per sq in.
OAT .., BASIS, NA CA Technical Notc No. 3182
Figur e 11 ·5.
I
ICAO Standard Sea Level ilir
to = 15 °C
Po = 29 . 9~ I ill . of l! g
ao - 661. 8 knots
Po -" 0 . 00237(;9 slug per ell ft
ICAO Standard Altitude Chart (Sheet 2)
11-13
NAVAIR 01-40AVM-l
Section Xl
Part 2
PART 2
TAKEOFF
TAKEOFF CHARTS
The takeoff charts present takeoff distance , maximum
takeoff weight. JA TO firing delay, and JA TO takeoff
distance. The charts encompass such variables as
takeoff weIght, equivalent ai rspeed, ambient runway
temperature, runway pressure altitude , headwind,
and runway gradient Hall flaps and MILI TA R'i
thrust are recommended for all takeoffs.
Variables, which are not considered in the charts,
that will influence the acceler ation of the air c ralt
during ground run are pilot braking to maintain di rectional contr ol; ru nway surface conditions which
constitute a [ower or higher value for the rolling
coefficient of friction ($.I); external stor e loadings on
the wing st.'ltions which protrude forward or near the
leading edge of the wing and influence the flow Held
of ai r over the wing, reducing li ft a nd increasing required takeoff speeds; and rough or bumpy runways
which influence the taxi attitude of the ai r cralt, introducing aerodynamic braking during the ground run.
Of these var iables, pilot braking, whi ch Is a fun ction
of pilot technique, probably has the gr eatest Influence
on acceleration-reta rdation and will increase the
ground run significantly.
Note
II olle r a tional conditions require takeoffs
for which computed takeoff distance places
the ai rcralt in the region labeled TAKEOFF
IS MARGINAL on the chart . lift-off speed
should be inc r eased appr oxi mately 5 to 10
knots. not to exceed tire limiting speed.
This will result in increased r ates of climb.
Runway length and location of abort gear
must be considered in planning this type oI
takeoff.
SAMPLE PROBLEM
Takeoff Distan ce -
O pera ti onal
(For figure 11- 8)
(A) Takeoff weight ..
20.000Ib
(8) Takeoff airspeed
146 KIAS
(e) Ambient runway air
temper ature ..
OPERATIONAL TAKEOFF DISTANCE
Operational takeoff dista nce, total distance to clear
a 50-foot obstacle, without JA TO a ssist. a nd recommended takeoff speeds are shown in figure 11 -8.
R TakeoH di s tances are based on haU ftaps. MILITARY
/j thrust, and 8 degrees aircraft noseup trim.
(0) Runway pressure :liUtude
2000 ft
(E) Headwind.
10 kn
(F) Runway gradient
-2 percent
(G) Ground run distance
2450 ft
(HI Total distance to clear
The takeoff airspeeds and dista.nces are based on
NATC flight test data of the Model A-4E ai rcraft.
Note the region in the altitude correction box where
MAXIMUM TAKEOFF WEIGHT f\.·IA Y BE EXCEEDED.
This region represents an a r ea in which the minimum
acceptable thrust- to-weight ratio may be encountered.
resulting in marginal climbout capability, or the sale
tire limit speed of 175 knots ground speed may be exceeded. Since temperature a nd altitude ar e not independent . the boundary tines in this box are shown
for extreme altitude-temperatur e combinati ons. A
more detailed explanation of the mar ginal region is
given under maximum takeofI weight. The method of
obtaining the ground run distance. tota l distance to
clear a 50- foot obstacle, takeoff airspeed, and the
line speed check are described in the following
example .
50-foOl obstacle
3600 ft
LINE SPEED CHECK
A line speed check is a simple procedure for determining that aircraft acceleration during takeoH run
is normal. If aircraft acceleration is not normal,
the line speed check is sufficientl y early to allow
normal braking to stop the aircraft on the runway.
The pllot selects a suitable and r ecognizable known
distance down the runway from the point that takeoff
run commences (such as runway distance marker.
runwa y intersection, etc.). The normal takeoff distance cha rt is used by entering the chart at the selec ted dista nce and working in reverse through the chart.
11-17
!
Seclion XI
Part 2
NAVAIR
01-40AV~I-l
stations. and wing flaps a re set ilt the half-flaps
position. The maximum takeoff weight criteria is
based on the most critical oC the fallov:ing:
SAMPLE TAKEOFF DISTANCE
1. Excess thrust shall not be les," than minimum
establlstled by NATC flight test.
2. The safe (ire speed limit of 175 knots ground
speed shall not be exceeded,
NATC flight test of the »'lodel A·4E aircraft shows
that the above criteria. when met. will provide acceptable climbout characteristics. Since ,JATO burnout occurs allift·afL this chart is \'alid far bOlh with
and without JA TO assist.
SAMPLE PROBLEM
Maximum Takeoff Weight -
Operational
(For fi':"'1.lre 11-9)
(A) Ambient runway
air temper:1tu r e.
n
30 C
FA,1 ·lJ9
applyin~ the corrt!ctions for variation from standard
conditions. The first Hne speed check should be
made at the 2000-fool runway marker.
~ ~i::PSl;::::l::k
I
(B) Hunw:lj.' pressw'e
altitude,
(el foobximum takeoff weight
4000 it
23.220 Ib
SAMPLE MAXIMUM TAKEOFF WEIGHT
(For figure 11-8)
(J) Runw:IY gl'adient
-2 percent
(K) Headwind ..
10 kn
(L) Runway I,ressure altitude.
2000 ft
(M) Ambient runway air
tempprature '
30C
Takeof! weight
20.000 lb
(P) Indicated airspeed
133 KTAS
(~')
MAXIMUM TAKEOFF WEIGH T - WITH
AND WITHOUT JATO
The maximUIll takeoff weight (figure 11 -9) is given as
a function of pressure altitude and ambient ai r temperalUre. The d.'lta basis for this ch.art assumes that
the landing gear is fully extended. takeoff is at airspeeds shown in figure J 1-8. the aircraft is climbingout with MILITARY t hrust with the assist of ground
effect. multiple carl'iage stores are carried on wing
F1\ 1-140
11-18
NA VAIR 01-40AVI\I- l
JATO FIRING DELAY, MINIMUM TAKEOFF
DISTANCE - TWO MK 7 MOD 2,
5KS-4500 JATO BOTTLES
Sectiun XI
Part 2
SAMPLE JATO FIR ING DElAY
The minimum ground Tun distance and the total distance to clea r :l 50-foot obstlcJe may be realized by
'iring the JATO bottles so that burnout occurs at
1ft-off. Burnout at lift-off is recommended faT the
following reasons:
1. Bur nout a t lift-off produces the shortest takeoff
distance.
2. A misfire can be detected early and the takeoff
can be aborted well before the refusal point.
The following trim settings are required for JATO
operation to :I\"oio excessive nose-hi!(h attitudes at
low gross weights due to noseup pitching moments
generated by possible ,JATO burning aIter lift-off.
I•
Gross We ight
(Pounds)
Recommended Trim
(De~rees Noseu,e)
13.500
2
17.500
5
22.500
7
24.500
8
F~1-141
With the above recommended trim sett ings. the flight
u'im stick forc(> without ,JA TO burning var ies linearly
with gross weight from approximately 12 pounds pu!l
at 16,000 pounds gross weight to 3 pounds pull at
24.500 pounds gross weight. This stick force is not
objectionable since a reduction in angle-of -att3ck is
required to maintain airspeed 01' to continue
acceleration.
Il is recommended that the firing point be esbblished
by distance markers alongside the Tunway. This
recommendation is made for the following reasons:
1. USing a time interval from brake release is
('onsidered to be too inaccurate.
2. Using a irspeed as a reference for JATO firing
would not be possible since, generally, JATO firing
occurs at a speed below the speed at which the ai r speed indic,lt.or begins to registe r .
Figure 11-10 shows the ground run dista nce from
brake release to ignition of JA TO. Takeoff speed,
ground run dist.tnce . and total ho r izonta l dis tance to
clear a 50-foot obst:\cle are presented in fib'Ure 11-11 .
Takeoff distances are based on half-flaps, military
tlu'usL and trim settings.
The takeoff ai rspeeds and distances are based on
JA TO fli ght test data of the I1100el A -4E aircraft.
Note the region in the altitude cOl'I'ection box whe r e
1\IAXE\'l UM TA KEOFF WEIGHT MA Y BE EXCEEDED.
This region represents an area In which the minimum
acceptable thrust-to·weighl ratio may be encouniered.
resulting in ma r gin:ll climbout capabilitr. 01' the safe
tire limiti ng speed at 175 knots gr ound speed may be
exc eeded. Since temper:l ture and al titude are not
independent. the boundary lines in this box a r e shown
for extreme aHitude·temperature combinations. A
more detailed explanation of the margin:tl regioll is
given undel' I\Iaximum T;lkeoff Weight The me thod
of obtaining the .JATO firing distanc e. ,JATO takeoff
airspeed, JATO ground run distance, and total distance to clear a 50-foot obstacle is described in the
following examples.
SAMPLE PROBLEM
JATO Firing Dela y
(For figu r t! 11 -10)
11-19
Section XI
Part 2
NAVAIR 01-40AVM-l
... ....
20.000 lb
. . . . . .. . . .
146 KlAS
. .
(A) Takeoff weight ..
(9) Takeoff airspeed
SAMPLE JATO TAKEOFF DISTANCE
(e) Ambient runway
ai r temperature . . . . . . . . . . .
30"C
(D) Runway pressure
(E)
altitude ...
2000 ft
Headwind
10 kn
-2 per cent
(F) Runway gradient
(G) JA TO firing distance
..
450 ft
JATO Takeo" Distan ce
(For figure 11-11)
(H) Takeoff weight . . . . . . . . .
(J)
Takeoff airspeed . . . . . . . . .
20,000 Ib
146 KlAS
rAl·142
(K) Ambient runway air
temperature . . . . . . .
(L) Runway pr essure
altitude . . . . . . . . .
2000 ft
(M) Headwind ..
10 kn
(N) Runway gradient
-2 percent
(P) Ground run distan ce.
1350 ft
SAMPLE PROBLEM
Takeoff Refusal Speeds
(For figure 11 - 12)
(Q) Tot.a I distance to clear
50 -foot obstacle .. .
Cotulguratlon: All configurations
2500 ft
(A) Runway temperature. . . . . . .
30 C
Note
(B) Runwa y pressur e altitude
2000 ft
Jettisoning of JA TO bottles should be performed in 1. 0 g \eve\ flight. in cr uise configuration. at or below 400 KIAS (maximum).
(el Transfer scale . . . . . . .
1. 12
REFUSAL SPEED
The maximum refusal speed is that speed at which
engine failure pernlits stopping the aircraft on a runway of specified length. F igures 11- 12 and 11 - 14
'.1 present this data for engine failure during a militar y
thrust takeoff without JATO burning. Data includes
distance covered during a pilot reaction time of 2
seconds and for an B-second engine deceleration time
from military to Idle rpm . Figure 11 -12 is without
drag chute deployed and figure 11 - 14 is with drag
chute deployed.
S
I
11-20
(D)
Field length . . . . . . . . . .
Q
8000 ft
(E) Takeoff weight ..
20.000 lb
( F) Headwind
10 kn
(G) Runway gradient
-2 percent
(H) Takeoff refusal speed ..
91 KlAS
STOPPING DISTANCE
The stopping distance c harts (figures 1l-13 and 11- 15) ~
ar e included primarily for use if the takeoff should be ..
NAVAJR 0 1 ·40AVM-l
Section XI
Part 2
Confi guration: All Conlib'Urations
SAMPLE TAKEO ff REFUSAL SPEED
(A)
Runway temperatur e
(B) Runway pressure altitude
2000 ft
(C) Indicated airspeed at abort
91 KlAS
(D) Aircraft gr oss weight.
20.000 tb
(E) Headwind .
10 kn
(F ) Runwa y gradient . .
-2 pe r cent
(G) Stopping distance .
4500 ft
FA,)·143
aborted. It is not intended for use in determining
landing distance. The data does not include pilot
reaction and deceleration time. Distances are based
on the applicati.on of maximum braking effort wi thout
skidding the tires, below brake energy limit speed ,
and throttle positioned at idle thrust. To minimize
diversion of pilot's attention during this critical s tage
of the takeoff abort, it is recom mended that flaps be
II' left in the pOSition selected for takeoff. Figure 11-13
~ is without drag chute deployed, and figu re 11-15 is
• with drag chute deployed.
SAMPLE STOPPING DISTANCE
Note
Shutting down the engine at 80 KIA S will
shorten the rollout conSiderabLy.
SAMPLE PROBLEM
Stopping Distance
(For figure 11-13)
FA,1-144
11-21
Section XI
Part 2
NAVAIR Ol-40AVM- l
HALF FLAPS
MODEl: A-4M
ENGINE: JS2-P-408
110
~
160
TAKEOFF DISTANCE
NO JATO
OPERATIONAL 18 0 NOSEUP TRIM)
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: FLIGHT TEST INAVY)
~TTrrMn~"~~-rnc~~r"~rJ~'~'~'
~
I
~
0
Z
'"I
Q
w
w
ISO
1j:
140
~
._t
~
•
130
•
120
~
AK:EOFF AlRSP..Efl
w
~
~t+
..#
Q
1
. '."
1. ~
U
Q
.L
~
, '
"1<IMOM
rJiJt£6
r
'
F'WI\1GHT
. • '.!",AT IE LIMITED BV, SAfE .....
SPEED OF
;
~
ROUND SPEED. SEE MAXIMUM
y';'. ."'r·;
+ .~f1.E
1::-t.: .
-t
•
115J<NOT~
~ ~i; l AKEdF£ ~E1GHT' CHA-:T :
r
,=
- 80
100
~- - 120
PRESSURE AtTITUDE BASELINE
20
-2
-
0
--.,,-
,'\
\
2
0
\ -'- \,
I
5
6
8
FEET
Figur e 11- 8.
11- 22
Takeoff Distance
7
•
FA 1-14S-A
NAVAlR Ol-40AVM -l
Section XI
Part 2
MAXIMUM TAKEOFF WEIGHT
HALF FLAPS
WITH AND WITHOUT JATO
MODEL: A-4M
ENGINE ; J52-P-408
25
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: FLIGHT TEST (NAVY)
,.
-r:r:" t 14+ I f'lXLj-tn t HI I1tV I[HIl LLttRHE
1
t
• TAKEOFF
r
WEIGHT lI'f IT
=24,SOOt pdU~DS
:If itt~
t-tf:t:1
I
2.
I'
r
--------
'+-~
,-)
i
23
o
z
:w
"o
rh
~
g
-
22 ~
21
!
I'
j
rt,
t
1
t.•
l"-
:r
20
t
1
I
~
iI!:
1,
Ip
". I iI"iI'
'1:b :(,,~
.
19
p tI
-
!~ff ."
,,
, I
r
I
+~
1:
lTtHt. 'f
, I ""'I (fO",
18
4r
11
;1:]
t
"T
"~~.rs.
•
I t
-
t
1
• NOTE:
WHEN USING C-l1 / e-ll _1
CATAPULT, MAXIMU,.,.
GROSS TAKEOfF WEIGHT
•
"
I
1.
17 -
-20
o
....1
-'0
I
10
r
o
10
20
TEMPERATURE - DEGREES CENTIGRADE
I
20
t
I
30
~
.-
IS 23.500 POUNDS.
I
40
I
50
t
I
60
I
70
30
I
I
80
40
I
90
.00
SO
110
120
TEMPERATURE - uEGREES FAHRENHEIT
F"'-146-"
Figure 11-9. Maximum Takeoff Weight
11-23
I
NAVATH. 01 - 40AVl\.'1- 1
Section Xl
Part 3
PART 3
CLIMB
CLIMB
SAMPLE CLIMB SP EED SCHEDULE
Climb charts (figures 11-16 through 11 - 20) present
the climb performance for all drag index configurations with the engine operating <It military thrust.
Climb speeds are presented in figure 11 -16 as a function of drag index but independent of gross weight.
The climb speed schedu le is based on a minimum
time to climb and does not represent ;1 maximum
range climb.
Fuel. distance. and lime to climb arc presented in
figures 11-17 through J 1-19 as a function of g r oss
weight. pressure altitude. drag index . and temperature deviation from leAO s tandard day. The d.1.1a
are based on the climb speed schedule shown in fi gure 11-16.
SAMPLE PROBLEM
Climb Speed Schedule
(For figure 11-16)
(A)
Cruise altitude
30,000 fl
FA1 ·1l8
(B) Drag index
50
(C) Climb speed at cruise altitude
292 KCAS
(A) Initial gross wei ght
18.000 Lb
(D) Initial climb altitude
5000 ft
( B) Cruise a ltitude
30 .000 it
(E) Climb speed at initial
a Jtitude.
(e) Drag index .. .
50
3 45 KCAS
(D) Temperature baseline
SAMPLE PROBLEM
(E) Tempe r a ture deviation from
ICAO standard day.
(F)
Climb Fuel
Fuel to climb from sea
le veL . . . . . .
525 lb
The method of pr esenting da ta for fuel. distance. a nd
time is identical; therefore, onLy one sample is shown.
COMBAT CEILING AND OPTIMUM CRUISE
ALTITUDE
(For figure 11-17)
Combat ceiling, the altitude fo r 500-fpm rate of
climb with military thrust, a nd opti mum c ruise
11 - 31
Section XI
Part3
NAVAIR 01- 40AVM · l
SAMPLE CLIM B FUEl
SAMPLE Ca.\BAT CEILING AND OPTIMUM
CRUISE ALTITUDE
COI,j a..,T CEIUNG
OPTIMUM CRUISE ALTITl(lE
FAl-)20
.... 1-119
altitude, the altitude that will produce the maJdmum
cruise distance per pound of fuel, a re presented in
figure 11-20. The d,t., a r e presented as a function
of gross weight and drag Index.
(A) Aircraft gross weight. . . . . . . . . ..
18,000 lb
(B) Drag index . . . . . . . . . . • .
50
..
SAMPLE PROBLEM
(C) Combat ceiling ....
40,400 ft
Combat Ceiling and Optimum Cruise Altitude
(For figure 11-20)
11-32
(D) Optimum cruise altitude .. .
. ••
34,OOQ ft
NAVAffi Ol - 40AVM- l
Section XI
Part 3
CLIMB SPEED SCHEDULE
MILITARY THRUST
MODEL: A·4M
ENGINE : JS2-P-408
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
50
.0
~
~
~
~
30--
§
-
-,
~
Q
::I
.
~
;:::
~
20
><
~
Q
~
... 8
' c>
10
~
,
Q
-· -------f·-+r·~I
o
200
~
250
300
350
.00
.50
CALIBRATED AIRSPEED _ KNOTS
Figure 11-16.
Climb Speed Schedule
11-33
NAVAm. 01-40A VM- l
Section XI
Part 3
MILITARY THRUST CLIMB
MODEL: A-4M
ENGINE : J52-P-40&
FUEl USED
1970
26
24
w
~
Q
Q
:>
Z
:>
0
22 ;::
~
~
"
~
8 o·g
~
w
8-
~
20 :>
~
~
w
~
~
'"
18
"w
~
---
~
~
16
~
~
Z
14
12
I
1400
'-
1200
"-
'"
1000
Q
~
z
-
".
-...oif---__.__ "
---------
w
600
~
I
o
w
~
-- -
w
:>
~
II
w
Q
~
I
800
I
:>
I
I
II
\
~
Z
:>
0
L
\
400
ALTITUDE
STANDARD
TEMPERATURE
1000 Fl .
·C
o
5
10
15
o
20
10
20
25
30
35
40
o
l:J. TEMPERATURE
- ·C
Figure 11 - 17.
11- 34
Climb Fue l
15 .0
5.1
- 4.&
-14.7
-24.6
-34 .5
-44 .4
-54.3
-56.5
FAi · 122
Section XI
Part 3
NAVA lR Ol-40A VM- l
MILITARY THRUST CLIMB
DISTAN CE COVERED
MODEL: A-4M
ENGINE: JS2 -P-408
DATA AS Of: 1 DECEMBER 1970
,.
,.
DATA BASIS: ESTIMATED
~~~====:T~_ ~l
1tt:f----7"::::.., 001
~
§...
0
z
:> 11
0
~
I#I---+-r~- 150
LL~~-""71~~,tr.A~Ni.·D:"';":O ::
8
0
o·
Y OPTIMUM
CRUISE _ CLIMB Al TIlUDE
AT DRAG INDE
~.
8 10
~
~
%
"
~
~
.
18
.,
~
;::
Z
,.
11
110
\
~
~
='
.
:IE
'
\
v
..
1
it
"
~
p
80
Z
~
z
'-.
:::
w
.
0
w
~
w
v
0-
~
m
'-J1!!.!!E/t'
>
0
,
r;'"
l-
~
;::
:>
,
---
..
v
Z
~
~
Q
-
COlOER
'0
w
1
........
1-'
,
..1
-'
0
10
6.
10
L.
t-I
t
0
I
1*
TEMPERATURE
_ "C
FA 1-123
Figure 11-18.
Climb Distance
11-35
Section XI
Part 3
NA VAm Ol- 10A VM- l
MILITARY THRUST CLIMB
TIME TO CLIMB
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
MODEL: A·4M
ENGINE: J52·P·408
2.
:p
. ' P-!;1
2.
~
,0<1
!Ud:
0
Z
::I
0
L
I
· llO
'1 .~
22
§
~
·T-DR~
o~
,
. .?,
oJ;
%
iii
STAND* q DAY OPTIMUM
.qRU,SE I. ~
LI:""" ALTITUDE
1
20 .
~
"
, .
~
.
18
~
:!!
~
Z
I.
I.
H
12
12
it Y+J±~
~v
~~-".
<1 , ~Ht
V
~
~
~
::I
Z
i
8
~ l?
..::e
I
::;
u
0
~
~
::e
;::
•
...
I
!.-r
I !T't"
~r
ALTITUDE
1000 fT .
~
~t
o
20
t'1
~
jib
10
-re+
, i
10
15
20
25
30
0
TEMPERATURE
!~
- 'C
Figure 11-19.
11-36
~
Climb Time
~f.l-.
TEMPERATURE
'C
I~.O
5.1
•••
14.7
-24.6
-34.5
-44 .4
-:~::~
Sect ion XI
Part 3
NA VAIR Ol-4OA VM- l
COMBAT CEILING AND OPTIMUM CRUISE ALTITUDE
ICAO STANDARD ATMOSPHERE
DATA AS OF: 1 DECEMBER 1970
MODEL: A-4M
ENGINE : J52-P-408
50
~
w
w
~
8-
~
F
DATA BASIS: ESTI MATED
~
f_~~FPM Fi~friH~
I
';
:~'
e
~~ 'r.- :'+ ~ ~
,
I
40
,
w
Q
,
L
:>
~
;:::
,
J
"
w
m
'1+:
,t: ~~i
30
"
~
:>
- hj... ff++4
~
~
w
~
L
20
12
14
~
'
'~
+,',..l
20
16
GROSS WEIGHT - 1000 POUNDS
50
t
. . _ 1 ....
£
-+-_ t4m++' ~
t, tt,
,
20
12
' I ,',
16
I-t
,-
Htfl, itLffilI'f:t'Illtl!Fbit li
:1:'
~
14
,
n
'
;
'::dj'
18
20
I
i
24
GROSS WEIGHT - 1000 POUNDS
FA 1- 125
Figure 11- 20.
Combat Ceiling and Optimum Cruise Altitude
11- 37/ (11-38 bl ank)
NAVAIn 0 1-40AVM- l
Section XI
Part 4
PART 4
!
RANGE
RANGE FACTOR CHART
The Range Factor chart (figure 11-21) pro vides a
means of correcting specific (o r totaI) range for
existing wind effecls. The prese nted range facto r s
consider wind speeds up to 12 0 knots from any rclative wind direl:lion for aircraft s peeds of 350 to
500 KTAS.
USE
!
Determine the relative wind direction by mea suring
(in a clockwise direction from the fuselage reference
plane ) the angular diffe rence between the aircra!!
heading and the true wind direction. At a given wind
direction, wind speed, and aircralt true airspeed,
read the range factor. Multiply the specific range by
this range factor to obtain s peC ific range as affected
by wind.
FOULED DECK RANGE
Occas ions arise during carrie r operations when the
deck becomes fouled and aircraft cannot be taken
aboard until the deck is c leared. In these instances .
it is desirable for the pilots and the air oHicer to be
aware of the range capabilities o f the unrecove r ed
aircraft in order tilat an im mediate dec ision can be
made conce rning the prOPer course of action. Should
the estimated " clear dcck" time be beyond the endurance time of the airc raft, then the aircraft lllUSt
either depart immediate ly for the beach or land
aboard the ready deck of anothe r carrier, if available. However, if it is either de si rable or mandatory that the aircraft orbll until the deck is clear, it
is necessa r y that the pilot fully unde r stand the proper
procedure to obtain the maximum endurance with the
available fuel. The Fouled Deck Endurance chart is
shown in figure 11-32.
The Fouled Oel:k Range chart (figure 11-22) tabulates
the range distances obtainable fo r va rious quantities
o f fucl on board at both the initial altitude and the
optimum, best range altitude. The airc r a ft configu ration consi sts o f fou r empty wing pylons plu s guns,
with a total drag index of 33. Climb speeds and airspeeds for maximum range are included in the c hart
a s well as le tdown ins tructions.
The time at which letdow n s hould be initiated Is gi ven
in terms of fuel on board. and r e prese nts thc fuel
requi red to conduct a maximum r a nge descent from
altitude to sea level. A 250-I>ound fuel allowance is
included for approa ch and landing.
Bingo Ra nge and Bingo Range - Gear Down char ts
are presented in figures 11-2 3 and 11 - 24 res l>ectively. The se ch:trts are p rovided for an air('raft
configuration consisting of four wing pylons. guns.
and two 300- galtotl exte r nal fuel tanks, with a to L;l.l
drag index of 61 with gear up ane 391 with gea r down.
The procedure s for the use of these charts are Identical to those for the Fouled Deck Range cha r t: however. an 800-pound fuel allowanc e is included in
Dingo Ra nge and Ilingo Hange - Gear Down cha z·ts
fo r approac h and landing.
LONG RANGE CRUISE
The Long Range Cruise cha rts al'e shown in fi f.,'1.zres
11-25 and 11 -26 . Long range cruise is defined a s
the highest Mach numbcz' whic h will result ill
99 l>ercent of the maximum miles per pound of fuel.
Essentially. long r ange c rui se permits an increase
of 20 to 35 knots in airspeed fo r an increase of
I percent in fue l consumption. To use the Long
Range Cr uise charts . average gross weight. drag
inde x, ambient tem perature. and desired crui se
altitude must be known for a given c rui se leg. With
these known co nditio ns, lOll!; range c ruise JI."I3ch
number, engine powe .. setting in terms of EPR .
and speCific range (nautical miles per pound of fu el)
ca n be determlned. The o ptimum long range c ruise
a ltitudes are fllso s hown on figu r es 11-25 and 11-26,
and are the altitude s thai will produce the maximum
miles per pound of fuel at the long range c rui se
condition.
I
!
I
!
SAMPLE PROBLEM
Long Range Cruise- Mach Number and EPR
( For figure 11 -25)
(A) Average gross weight .
18.000 lb
(il) Cruise altitude . . . . . . . . . .
25.000 ft
11- 39
I
NAVAm 01-40AVM-J
Section XI
P:l.rt 4
Wind Speed - Knots
I
lIelrllive
WInd -lJq:rI'CS
0°
Ilcndwln<1
I
KL\S
10
350
0.8HG
O. ~:!!)
90 0
1;;00
180 0
Ta ilwind
0.71 I
0.6',1
O. ~i)0
0.800
O. /.;0
0 . 700
O. ~6i
0 . 1\11
O. i7!'.
0.73:)
500
0 . !)20
O. ~1>0
O. R4.j
O. ~OO
fl. ,GO
550
0 . !)27
0.1<!}1
O.
~C>;;
O. i-lll
O. , ... 2
350
0.8~9
O. 'loll'
0.796
O. i42
0.6 ... .::
0 .912
O. S67
0.822
0.776
0 . 729
0 . 922
O..~~2
O . l'l~2
O.
~Ol
0 . 760
0 . 930
O.
~£H
(I.i\:;"
O.
~:!:!
O. 'i~;j
0.901
O. R71
O.1\:l!l
I
O. !.lS6
0.9:l8
0.00:)
o. ,,66
O.
"0
O. (1 .. 6
0.017
O. S~3
O. "~,2
O.... 16
4;:'0
O. !.l53
0.927
O. iI.!I9
O.
0 .... 40
:'00
O. !laS
0.93.;
0.910
O. "I"::'
O.
~:;<I
550
0 . 962
0 . 9·1\
0 . 919
O. "'9,
II.
~73
3.jO
0 . 994
0. 963
o.n·\
0.9,)\.1
O.
~41
400
0.995
O. 9~9
O. !ISO
O.%~l
O. !I.;::;
·150
0.99f>
O. ()ill
0 . 9R4
O. !)j.;
().9(i.j
~2·1
~70
O.
7~·1
500
0.9!)7
O.
99~
0 . 987
O.IJ.'IO
O.
550
0.997
0.994
0.9S9
O.9'd
n. flff,
~)71
'".
l. 062
1.097
L 134
1.176
I . 211>
1. 0;;4
1.0"':1
Lila
1.14<1
1.
150
1.047
1 . 07:)
I. 101
1.130
1.160
300
1.0·12
] . OGS
1. 0!}O
1. I \.j
1. H2
;):;0
1. 0;'ii
1. 0;j!)
1. OS]
J.l()3
1.121
3;;0
1. 101
15~
1. 205
1. 2:;'1
l. 31~
400
1.
OS~
1.133
1. \i"
1.214
I .271
450
I. OJ.;
1.11"
1.1;;"1
i. 199
1. 1-10
:;00
I. OiO
1. 106
1.142
1. 17"1
I . 21.)
;);:,0
1.061
1. O!II;
1.129
1.
:150
1.1 14
1.172
1 . 228
I. 2~fj
I. 3·13
·100
I. 100
1.150
1. 200
1. 30(1
1.
16~
].
PH
19~,
45'
1.0l:i9
1. 13:1
1. 178
1.2 .10
1 .).).)
500
I. o.~o
1.1 10
1. 160
l. 200
I. 240
':'':'0
I. 073
1. 109
1. 1 .. 6
1. J Il1
1.1B
Figure 11-21. Range Factor Chart
11-40
O. ';0"
350
3;;0
120 0
0.771
O. Dll
:);:;0
I
120
O. ~)OO
450
60 0
100
-100
;'00
I
.;0
·1;)0
400
300
CO
1. 167
Section Xl
Pa r t 4
NAVAIR Ol - 40AVM-l
FOl'I-ED DECK Hl\NG E
Dr ag InJl~x '" 33
Aircraft Weight (l.ess Fuel) '" 12,039 Pounds
All Pylo n~ anJ Guns (No Ammo)
Rescl"I'l' Fuel for Ln nuing '" 250 Poun(] ~
Date as of: 1 Decl'mbcr 1970
Data B:lses: Estimah,d
:Model: A-HI
Engine' JS2-P-40B
If You A\'(: at
Sea Level
Range
"'
Hange
Hall\!:e
"
"'
If You Arc at
20,000 Fee t
Range
"'
Hange
"'
Hange
"
Optim um
AltituJc
20,000
Feet
Optimum
AJtituJt'
)\'1\11
Feet
N" rill
Nrll!
recl
290
518
40,000
396
54:\
40.000
40 ,000
236
419
40,000
324
4H
'10.000
342
40 , 000
209
:168
40.000
288
392
·10,000
291
40,000
J82
:1l6
40,000
251
341
40,000
107
238
40,000
155
2M
40, 000
215
288
40 . 000
110O
86
185
40.000
128
211
40,000
178
235
40 , 000
900
66
I 3~
40,000
100
157
40 , 000
141
181
40 ,000
~
,
700
4G
80
30,000
7:1
103
40 , 000
104
127
40. 000
t
500
26
37
15,000
45
5:\
25,000
67
73
30 , 000
,•"
Sea
Level
Optimum
Altitude
Optimum
Altitude
10,000
Feet
Optimum
Altitude
Nj\IJ
t'\IIi I
Feet
t'\ Jl,ll
2300
206
493
40,000
1900
l{i~
;1~13
1700
147
1500
127
l:lOO
S
]
Hangc
c
"
30,000
Feet
Bange
Ha/1gc
"
Optimum
Altitude
"
Optimum
Altitl.lde
35 ,000
Feet
Hange
"
Optimum
Altitud e
Optimum
AltituJe
If You Arc at
40,000 Feet
If You Arc :It
35.000 Feet
If You Arc at
30,000 FeN
•
0
flange
"
Optimum
AltItude
40,000
Fl'ct
Bange
"'
Optimum
Al\ituJc
Optimum
Altitude
NrlU
NM I
Feet
NMI
NMI
Feet
!'IMI
NMI
Feet
2300
499
562
40 , 000
5,J8
571
40.000
579
579
40,000
l()OO
41 0
462
40,000
452
m
40,000
479
.10,000
liDO
365
Hi
40,000
403
420
40,000
428
'"
428
150O
:>::0
360
40,000
353
368
40,000
;177
377
40,000
1300
274
,1 07
40,000
303
:115
40,000
:\24
:\~4
10,000
HOO
228
2:3 4
40,000
2!">3
262
40,000
271
27!
40.000
000
182
201
40,000
202
209
40,000
217
217
40.000
16:1
163
40,000
108
108
'10.000
700
135
14G
40,000
150
154
40,000
500
88
"
40 , 000
98
"
40,000
Pressure ,Utitu<le
Fee t
&'a Level
-
If You Arc at
10.000 reet
nimh S~ed
Military Thrust
KCAS M3eh No .
Cruise Speed
\>cseent Speed
Engine IJle - Spcedbrakes Closed
Start Letdown from Altituuc
with Fuel Hemaining
Pounds
2.';0
KCAS
KCAS
;;65
270
185
5,000
365
21i;)
185
274
10,000
365
185
292
15,000
20,000
365
260
255
250
245
2:j5
220
210
200
185
185
;J07
3'N
365
25.000
0 . 783
30,000
!J5,000
'10, 000
45,000
0.783
0 . 78:1
0, 783
0 .783
'.0.000
Flgure 11 -22.
185
;\:lG
185
185
185
362
375
185
387
a·1\)
f' ouied Deck Range
11 -41
NAV AIR Ol-40AV M-I
Section XI
Part"
BINGO !lANGE
Drug Tn(lux .. 61
Aircraft Weigh t (Less ~'uel). 12 ,437 J>ounds
All PyJOIll;, Gum; (No Ammo) , and"""'O ~100 -Gauon Exte r nal Tanks
HCSCf\-,C t'uel for Lanlting ., 800 J\)unds
MOlle): A-4M
,
t.'ngine·
J52-!>-408
Data 9S of: I Decemuer 1970
Dat~ Basis' Estirn:tlcd
If You Are at
Sea Level
•
l!
•
£
I
~
If You AI'..., at
10,000 Fu()t
lhngc
If YOl! Are al
20,000 Feet
Hange
Range
Bange
5<,
Level
"
Optimum
Alti~w.Le
Optimum
Altitude
10,000
Feet
Optimum
Altitude
Optimum
Altitude
20,000
Feet
Optimum
Altitude
NMI
NMI
Feet
1'1/111
NMl
Feel
N!IlI
NMI
FCCI
40 , 000
"
Hange
"
"
"
Bange
"
Optimum
Altitude
2700
179
-100
40,000
252
424
40 , 000
341
2500
161
3[.6
40,000
227
380
40,000
308
'"
2300
142
:nl
40,000
202
336
40,000
275
359
40,000
2100
123
265
40,000
177
241
105
220
40,000
151
40,000
208
31'
268
40,000
1900
290
244
40,000
1700
86
17:1
40,000
l:W
197
40,000
17.
221
40,000
40,000
140
17<
40,000
-104
40,000
40,000
67
125
40,000
100
] 50
1300
4S
71)
30,000
75
J02
40,000
\06
126
.. 0,000
1100
29
41
15,000
"
25,000
72
"
35,000
1500
•
S
"
If You Are at
30,000 Feet
•
,"•
0
Range
,I
:10, 000
Feet
H You Arc at
35,000 I'CCI
n"""
Bange
"
Optimunl
Altitude
Hange
"
Optimlllll
Altitude
"
OpLimllm
Altitude
35,000
Feel
Optimum
Altitude
Range
Rangtl
"
Optiznulll
40,QOO
Feet
"
Altitude
Optimum
Altltude
Fect
NM]
NMI
Feet
NMI
NM!
Fect
<67
40,000
466
.74
40,000
483
483
40,000
423
40,000
422
431
40,000
439
40,000
40,000
31)5
'39
3!}5
40,000
350
:150
40,000
NMJ
NMI
2700
428
2500
:l87
--
~
~
2:100
::146
378
40,000
:ns
2100
:105
3:l3
'10,000
:l33
386
341
1900
263
287
289
1700
221
240
1500
17'
1:100
137
"
0
llOO
If You An.' at
40,000 Fcci
~
--
2:J5
40,000
304
301
40,000
40,000
2-13
249
40,000
257
257
40,000
193
40,000
40,000
210
210
40,000
40,000
197
151
202
145
154
40,000
162
162
40,000
40,000
10.
105
40,000
114
11 '1
40 , 000
94
40,000
40,000
Pressure Altitude
Climb Speed
Military Thrust
CruIS\' Speed
Descent Speed
Engine Idle - Spcedbrakcs Closed
Start Letdown from Altitude
with Fuel Ilemaining
Fect
KCAS Mach No.
SCa Level
5,000
10,000
15,000
20,000
25,000
30 , 000
35,000
·10,000
45,000
0
~-
KCAS
KCAS
Pounds
340
275
"'0
340
270
340
:140
:140
265
187
187
187
\87
187
\87
187
187
187
187
0.764
0.764
0.764
0,764
0.76'1
260
255
250
240
225
210
200
82:1
A:l9
853
A6 7
880
!~92
90·1
915
9~7
-~
Figure 11-2 3.
11-42
Dingo Range
NA YA lR
01~ 4 0AVM~ 1
Section XI
Pari 4
Blr\GO HANGE
Gear DO .... ll
Ora,:; Index ~ 3:n
Ail'crail Weigh t (Less F~lc1)
12,'1:17 Pounds
All Plions, GUllS {No Ammo), anrl Two 300 ~ Gall on Extcm:ll Tanks
ltesen(' Fttc l fo l' Landing
800 Pounds
Model:
Engine:
Data as of: 1 Deccml)er 1970
Data Basis: I::stinl:lwd
A ~ ·l M
J:;Z~P~408
If You Arc at
It:tllgc at
~ea
I.evcl
Se~
J.. evcl
If You Are at 10,000 Feet
I\allge a t
Optimum
Al titud e
Optimum
Al ti tude
NMI
feet
Ha.nge at
10,000
FeN
:)0,000
120
20G
30 , 000
2500
10~
I S;;
.10,000
J·18
200
30 , 000
13 1
176
30 , 000
115
153
30 , 000
129
30,000
lO;:'
30,000
8J
30,000
3.:;
20 , 000
I.GO
ao,ooo
2100
83
13G
:W,OOO
1900
70
113
ao,ooo
1700
57
89
30 , 000
1500
G5
25,000
1:100
·13
20,000
23
]0,000
1100
10
82
33
If You .\re at ;jO,OOO Feet
Opti mum
Al titude
at
30,000
Fcet
Range at
OptitlHllll
,\ltitudIC
Optimum
NMJ
Fpet
N\U
:\]\11
Feet
23R
30,000
252
2[,2
30,000
215
30,000
229
22~
:;10,000
192
30, 000
20G
ZOG
30,000
IG~
30,000
182
Itl2
30,000
:1O,000
15t!
158
30.000
30 . 000
lJ4
13-1
30,000
1500
;1O,000
110
110
30,000
1300
30,000
2700
21:;
2':;00
2300
174
2100
1!J00
132
)700
In
1100
Sca Le\cl
Range nt
Optimum
Al titud c
23,000
40
If Yotl Arc at 20 , 000 Fcet
Range at
:W ,OOO
FICe!
Feet
Optimum
Altitmjc
2700
2300
Pref;sure
Altitude
Rangc at
Optiln um
Altitudt'
HrUlg:e
121
30, 000
GO
25 , 000
48
-17
.\ltjtml('
30, 000
Stan Letdown
From Al l itude
With Fuel Rt'llw-ining
Climh Specd
Military Thrust
Cnlisc
Speed
Descen! Speed
EngiJw IdkSpccdbrakcs Closed
J\CAS
KCAS
KCAS
Pounds
240
2.15
H;O
,00
bl.~
.).000
2·10
210
1(;0
10,000
;!40
205
lGO
t!30
15 . 000
'2<)0
205
IGO
8-10
20,000
230
200
100
s.so
25 , 000
205
195
HiO
tlGO
30,000
lS5
185
100
870
Figure 11 ~ 24.
Bingo Hange - Gear Down
11 -43
I
NAVAIR Ol-40AVM-l
Section XI
P a rt 4
LONG RANGE CRUISE
MACH NUMBER AND EPR
MODEL: A-4M
DATA AS OF: 15 OCTOBER 1971
ENGINE: J52-p -40a
3.4
~
c
DATA BASIS: ESTIMATED
....
2.
Z
:>
o
2'
~
22
::;
o
*
I.
~
"
"'"*
w
w
~
I.
12
FAl-166
Figure 11-25. Long Range Cruise - Mach Number and EPR
11-44
NAVAill Ol - 40AVM-l
Section Xl
Part 4
LONG RANGE CRUISE
NAUTICAL MILES PER POUND OF FUEL
MODEL: A-4M
ENGINE: J52-P-408
DATA AS OF: 15 OCTOBER 1971
DATA BASIS: ESTIMATED
PRESSURE
ICAO
ALTITUDE STANDARD
- 1000 F1 TEMP . _ ° C
2.
~
0
o
Z
OPTIMUM LONG RANGE
~
CRUISE ALTITUDE AT
DRAG INDEX
5
10
15
00
20
25
"0
2.
8-
22
~
"'"W
~
~
~
0
"'"
•"'"
o
15.0
5.1
-4.8
-14.7
-24.6
-34 .5
-44.4
-54 .3
-56 .S
30
35
40
,.
20
SPECIFIC RANGE
_ NAUTICAL MILES PER POUND OF FUEL
,.
.05
.10
.15
.20
.25
,30
.35
.40
~
14
~
•>
12
u
o
~ 1+ 20
;: 0
~!ii
?t;O
o.
-_.+r---/--'+.--i
0
~::e
~
~ 2S
•::e'"
.~
~
o
-20
~O
'"
~
I
fAl-167
F igure 11-26.
Long Range Cruise - Nautical Miles pe r Pound of Fuel
11 - 45
Section XI
Part 4
~ Ie)
!
Dr ag index
100
ID) Mach number . . . . . . . . . • . . . . ..
0.655
(E) EPn. . . . . . , . , .
2. 35
!
. .
SAMPLE LONG RANGE CRUISENAUTICAL MILES PER POUND OF FUEL
SAMPLE LO NG RANG E CRU ISE MACH NUMBER AND EPR
MAXIMUM RANGE CRUISE
I
(For fi b'Ure 11 -26)
Maximum Range Cruise chart s . shown in figures
11 -27, 11-2 8, and 11 -29, present the ne cessar y
m ission planning data to set up maximum range
cruise schedules for a constant cru ise altitude. To
usc the maximum range char ts, the aver age gross
we ight, cruise altitude , drag iudex , ambient air
temperature. relative wind. and g l'ound distance to
be cove r ed must be known. It is then possible to
determine true Mach number. true airspeed. time
enroute, nautical miles per pound of fuel. fuel (Jow,
(F ) Aver age gross weight
18,000 lb
and total fuel required. Optimum crui se alti tude
(altitude for best range ) lines a re superimposed on
the pressure aliitude plot.
(G) Pr essure altitude .. . . . . . . . . . "
25,000 ft
I
Lo ng Rang e C,u;,e- Na u tkal M;le, p" Pound
of Fuel
SAMPLE PROBLEM
(Ii) Temper ature deviation frum TeAO
standard (Ambient tempera-
ture ". -24. SOC) . .
. . . . ..
dO °C
(J) Dr ag index
100
(K) Pressure altitude . . . . . _ , . , . . , .
25,000 ft
(L) Ambient temperature. . . . . . . . ..
-24. SoC
Maximum Ra nge Cruise - Tim e and Speed
(For figul'c 11-27 )
~ (M ) Nautical
11- 46
miles per pound of fuel . . .
0.150
IA) Averagc gross weight (Or
c ruise leg . .. . . . . . . . . .
18,0001b
I
I
Sect ion XI
Part 4
NAVAill Ol-40AVM- l
MAXIMUM RANGE CRUISE
TIME AND SPEED
MODEL: A-4M
ENGINE : J52- P-408
DATA AS OF: 15 OCTOBER 1971
DATA BASIS: ESTIMATED
80
OPTIMUM CRUISE
..
•• "-... ,
:: §,
§
~
c
0
100
.00
c
Z
- ..
L
~
i?~
;:11:
,
II:
'0
~
11-
60
~
w
~
:>
SO
i
40
Z
'
:::>-.
x
""'
DRAG INDEX
.6
:>
0
70
ALTITUDE AT
1
w
:I
;::
f'-
30~_
.0
~
~
0
*
.""
16
'"
14
0
w
.
K
0"011.
So
.... IV. '!vb
I
I
~lIrIC/'sr~1V
I II<II.'l
W
>
12
•
.8
K
w
m
.7
:I
:>
Z
.
.6
:z:
u
:I
.5
w
:>
K
.4
~
w
z
.
.3
I'"
,il:
••
m
50
0
- 50 - 100
AMBIENT AIR
TEMPERATURE
- ·C
200
250
300
350
400
450
500
MAXIMUM RANGE TRUE AIRSPEED - KNOTS
f41-168
Figure 11-27. Maximum Ran ge Crui se -Tim e and Speed
11-47
I
Section XI
NAVAIR Ol-40AVM- l
Part 4
MAXIMUM RANGE CRUISE
NAUTICAL MILES PER POUND OF FUel
DATA AS OF: 15 OCTOBER 1971
DATA BASIS : ESTIMATED
MODEL: A-4M
ENGINE : J52-P-40&
~
o
2.
w
Z
"~
24
2~
>=w
22
"
::§O
=>-
-It:
20
o
.y1::::=='oo
I....
200
$1
..'"
18
o
1.
u- 75
•
I
14
12
0
5
10
15
20
25
30
35
40
OPTIMUM CRUISE
ALTITUDE AT
DRAG INDEX
0
t.Ij
~
-so
..
I
.-25·
I
I
:Ii
w
I
--- -~
~
BASELINE
!Z
iii
..
:Ii
15.0
5.1
-4.&
-14.7
-24 .6
-34.5
-44.4
-54.3
-56.5
SPECIFIC RANGE
- NAUTICAL MILES PER POUND OF FUel
.05
.10
.15
.20
.25
.30
.35
.40
t
I
I
I ~
I
. ":'
I
~
I
PRESSURE
ICAO
ALTITUDE
STANDARD
- 1000 FT. TEMP . - ·C
----~
0
25
BASELINE
50-L~---L--T---~--L-~--~---
FAl - 169
Figure 11-28 . Maximum Range Cru ise - Nautical Miles per Pound 01 ,l< 'uel
11-48
NAVAIR Ol - 40AVM- l
Section Xl
Part 4
MAXIMUM RANGE CRUISE
fUEL
MODEL:
A ~4M
DATA AS OF: 15 OCTOBER 1971
ENGINE : J,52-P- 408
DATA BASIS : ESTIMATED
8
7
:sz
"o
•
~
5
1
o
.40
~
w
~
.35
~
~
;:: .10
"~
I
I .05
o
o
1000
2000
3000
4000
5000
7000
FUEL FLOW - POUNDS PER HOUR
Figure 11-29.
Maximum Range Cruise-Fuel
11-49
Section X I
NAVAlR 0 1-40AVM -l
P3l'i 4
~ (B) Cruise altitude.
25,000 ft
(C) Drag index. . . . . . . . . . . .
100
(D) True Jlilach number . . .
0.615
I
!
Maximum Rang e Cruise- Na ut ica l Miles per
Pound of Fu e l
(For fi gure 11-2 8)
( K) Average gr oss weight.
18.000 II>
(L) Cr uise altitude . . . . . . . . . 25.000 ft
(E) Al1I\)ient air temperatu r e at
cru ise altitude (I CAO standard
temperature + IOOC) . . . . . .
(F) True airspeed . .
-24. SoC
(M ) Temperature deviation from
reAO standa rd (Am'lient
temperature -24. 5°C).
380 kn
(N) Drag indc.\(.
(G) T ailwind . . .
.
100
50 kn
(P ) Cruise altitude.
!I
(II) Grou,d
(J)
dj,"",ce .....
200 NM J
28. a m:n
Time . .
,-,----
FA1-1S6
tl- SO
.
(R) N[l\Iticalm i l espc rpoti nd ofhlc l . .
-24. 5°C
0.152 NMJ lb
SAMPLE MAXIMUM RAN GE CRUISENAUTICAL MILES PER POU ND OF FUEl
SAMPLE MAXIMUM RANGE
CRUISE - TIME AND SPEED
w
(Q) Ambient temperature . . . .
25.000 ft
,,
NAVAlB OJ-40AVM -l
Maximum Range Cruise - Fuel
I
(For f igure 11.29)
1::1
i
~autieal miles per pound
of fuel . .
... .
0.152 NMI/lb
Maximum ran ge true airspeed
380 KTAS
(WI Fuel flow
~ (X) Time . .
(Y) Total fuel required
Section XI
Part 4
of Fue l charts, the average gross weight, pressure
altitude, cruise Mach number, drag index, and
ambient air lemperalu re must be known . It is then
possible to detcl'Illine true airspeed, nautical miles
per pound of fuel, fuel flow. and engine pressure
ratio. It is recommended ihat engine pressure ratio
be used as the prima l'}" measurement of engine thrusi
output rather than fuel flow when setting up cruise
schedules .
SAMPLE PROBLEM
2500 Ib/hr
28.0 min
1170 Ib
!
N a ut ica l M iles per Pound of Fuel
I
(For figure 11 ·30, sheet 1)
(A) Average gross weight.
14.000 Lb
(B) Cruise pressure altitude
30.000 ft
SAMPLE MAXI MUM RANGE CRUISE - FUEl
(C) Drag: index
=
0 (baseline)
(0) Cruise Mach number
0.75
(E) Thrust required/& amb -
clean aircraft . . . .
ti225
SAMP LE NAUTICA L MILES
PER POUND OF FUEl
I
MAXI'.WM RANG!
MilCH NUMBER
,
,1,1 DRAC
i
I~D n
f"A l·1 56
NAUTICAL MILES PER PO UN D OF FUEL
Nautical Miles per Pound of Fuel chal"ls (figure
11-30. sheets 1 through 6) present cruise data
throughout the gross weight. airspeed, and drag
index range of the aircraft . Thesi.' data are presented for use when cruise data are required for
A speed condilions other than maximum rang~ or long
W range cruise . To usc the Nauticall\Iiles PCI' Pound
I
i
I'A l·159
11·51
W
NAVAIR Ol - 40AVM- l
Section XI
Part 4
NAUTICAL MILES PER POUND OF FUn
MODEL: A.4M
ENGINE; J52-P-40S
10 -
DATA AS OF: 15 OCTOBER 1971
DATA BASIS: ESTIMATED
_ _~~"'-
20 --.:::...::;:s;~
MACH NUMBER FOR MAXIMUM
RANGE CRUISE AT DRAG INDEX
2
o
Z
100
200
30~~~~~~~~
~
Q
3
:>
o
~
WEIGHT /!amb
- 1000 POUN~ _ _ _~~,-..:::~
4
5
1
6
7
-'r-ll--..
70 __
•
'80 --+f--lh..
9
10
I
.2
.3
"
;1 {:t
.4
.5
.6
.7
.S
13
.9
TRUE MACH NUMBER
~
Q
26
OPTIMUM CRUISE
ALTITUDE AT
DRAG INDEX
Z
:>
o
~
24
o
22
100
200
20
18
16
~
""
~
14
---------------i--ct'--r-
~
~
12
FA 1- 171
Figure 11-30.
11-52
Nautical Miles per Pound of Fuel (Sheet 1)
NAVAIR 01 - 40AVM- l
Section XI
Part 4
NAUTICAL MILES PER POUND OF FUEL
MODEL: A-4M
ENGINE : J52- P- 408
DATA AS OF: 15 OCTOBER 1971
DATA BASIS : ESTIMATED
~
o
j
Z
::>
o
~
g
.0
E
,•
3
4
-
s
~
ow
6
~
:;
aw
~
...
~
::>
~
7
8
...
:J:
t'
11
12
Lt
13
" 'f.:
j.;
:%I'?ttB-l'b-r"-"±
.9
.8
..
.
~
w
.7
:(
::>
Z
.6
:J:
U
:(
.s
w
::>
...
~
.4
.3
.2
t'i
f
FAl-172
F igu r e 11-30.
Nautic al Miles per Pound of Fuel (Shee t 2)
11-53
NAVAffi Ol-40AVM-l
Section XI
Part 4
NAUTICAL MILES PER POUND OF FUEL
MODEL: A-4M
ENGINE : JS2-P-408
DATA AS OF: 1 S OCTOBER 1971
DATA BASIS : ESTIMATED
.6
.5 .....
----------------;..:;~SS~~~~~~
.4
.3
MACH NUMBER
.2
.3
.4
.5
.6
.7
.8
.9
.2
40
30
20
10
v
o
o
~
~
:>
S
-10
~
~
~
~
-20
~
~
:c
-30
!Z
iii
- 40
:IE
'"
- 50
-60
-70
-80
FA1 · 173
F igure 11 - 30 .
11-54
Nautical Miles per Pound of Fuel (Sheet 3)
NAVAJR Ol - 40AVM-l
Section XI
Part 4
NAUTICAL MILES PER POUND OF FUEL
MODEL: A-4M
ENGINE: J52-P-408
DATA AS OF: 15 OCTOBER 1971
DATA BASIS : ESTIMATED
10
•
•
.Nl
.25
-------------- ..
.45
~. 65
7
•
5
•
3
2
•
5
GENERALIZED FUEL FLOW PARAMETER
3
12
4
•
7
(UNCORRECTED FOR RNII
•
2
,
11
~
Q
Z
::>
0
10
~
8 •
..,
E
,
D
~
Q
~
•5
a
~
•
•
7
•
~
~
::>
5
.
4
•:z:
~
~
~
0
~
3
2
FA 1-174
Figure 11-30.
Nautical Mile s per Pound of Fuel (Sheet 4)
11-55
Section XI
Part 4
NAVAIR Ol - 40AVM- l
NAUTICAL MILES PER POUND OF FUEL
MODEL: A~4M
ENGINE: J52-P-40B
DATA AS OF: 15 OCTOBER 1971
DATA BASIS: ESTIMATED
10
~
PRESSURE
ICAO
ALTITUDE
STANDARD
- 1000 FT. TEMP. _ ° C
9
w
~
w
""~~
,,~-
3~
MACH NUMBER
,BO AND ,85
.70
.60
.50
.40
.30
7
00
~~
~
Q
~w
6
w~
=>u
~w
~
Q~
'15 .0
5.1
0
5
10
15
20
25
30
3.
40
45
8
5
-4.B
-14.7
-24.6
-34.5
-44.4
-54.3
-56 ,5
-56,5
wo
!:!u
~-
"
"
~
w
Z
w
4
3
2
.50
.45
~--~;;~~~~~r--- .40 ~
~~2ir
:
.35 0
Q
z
.30
a
~
.25
w
~
:::
----;-,,-~==-::=::-::-::-:-=-::-=-g::-:-::.:+-~
.20
i
.15
\5
~
;::
=>
"
.10 Z
.05
50
25
o
o
-25 -50 -75
AMBIENT AIR TEMPERATURE
- °C
FAI-175
F igure 11-30.
11-56
Nautical Miles per Pound of F uel (Shee t 5)
NAVAIR Ol-40 AVM- l
Section XI
Part 4
NAUTICAL MILES PER POUND OF FUEL
."
MODEL: A-4M
ENGINE : JS2- P-408
DATA AS OF: 15 OCTOBER 1971
DATA BASIS : ESTIMATED
.8
~
w
m
:e:>
Z
.":e
.7
.6
u
.s
w
:>
~
~
.4
.3
.2
100
200
300
400
TRUE AIRSPEED - KNOTS
SOO
600
.SO
.4S
~
w
:> .40
~
~
0
.3S
e
z
.
.
:>
0
.30
~
w
.2S
~
w
~
i
.
.20
~
u . 1S
;::
..
:>
Z
.10
.OS
0
Figure 11 - 30 .
Nautical Miles per Pound of Fuel (Sheet 6)
11-57
Section XI
NAVAlR 01-40AVM-l
Part 4
~ ~F::tf~:~~::~::e::e:~~~
!
I!
(F) Thrus t required/
(G)
f,
of
Fuel
umb -
:1~::::i:l::::1:l1lher.
(lI) Drag index
. . . . .
(J) Total thrust requi red/ .5 arllb
!
SAMPLE NAUTICAL MILES
PER POUND OF FUEl
6225
0.75
100
8820
SAMPLE NAUTICAL MILES
PER POUND OF FUEl
!
FlI.l-l61
Nauticol Miles per Pound of Fu e l
I
( For fib'Ure 11- 30, sheet 4)
IP ) Total thrust r equired! S amb
8820 Ib
FlI.l-\I>O
!
IQ) Cruise Mach number .
.
.
0. 75
Naut icol Miles pet Pou nd of Fuel
IR) Gene ralized fuel [low parameter
(uncor rected for Reynolds
number effect)
(For fi gu re 11 - 30. sheet 3)
IK) Ambient ai r temperature
_44.40C
IL) Pre ssure altitude
30 .000 ft
1M) Cruise Mach number .
0.75
IN) Reynolds number index (RNI)
0.503
IS)
11- 58
Reynolds number index (RNI)
IT ) Generalized fuel [low
par ameter (corrected for
Re ynolds number effect)
6.23
0.503
6.41
NAVAlR 01 ·4 0AVM-l
I
SAMPLE NAUTICAL MILES
PER POUND OF FUEl
Section XI
Part 4
SAMPLE NAUTICAL MILES
PER POUND OF FUEl
!
I!
FA1-lb3
FA 1-162
Nautical Miles per Pound of Fu el
Nau tica l Miles per Pound of Fuel
(For figure 11-30, s heet 5)
(For figu re 11-30, sheei 6)
IU)
I!
!
Generalized fuel !low
pa r ameter (corrected for
Reynolds number effect)
(V) Cruise Mach number.
(W) Pressure altitude
(X) Ambient air temperature
(Y) Nautical miles pel·
pound of fuel
.
6.41
(A) True Mach numbe r
.
0.75
.
..
O. 75
30.000 ft
(8) Ambient air tempe rature .
.44.4 oC
_44. 4 0 C
0. 114
Ie)
True airspeed
.....
442 kn
11-59
!
•
Section Xl
Part 4
•
tI
NAVAlR Ol-40AV M-l
(D) Nautical miles per
pound of fuel
(E) Fuel !low
.. ,
SAMPLE PROBLEM
O. 174
....... .
Engin e Pressure Rat io for Crui se
2550 Ib/ hr
(For figure 11 - 31 )
I
SAMPLE NAUTICAL MILES
PER POUND OF FUEl
8820lb
(G) True Mach number
O. 75
( H) Engine pressur e ratio
2.55
,
d
~
!
SAMPLE ENGINE PRESSURE
RATIO FOR CRUISE
FAl·1M
11 - 60
( F ) Total thrust required/ a amb
FAI·165
.J
NAVAIR Ol - 40AVM- l
Sectior. XI
Part 4
ENGINE PRESSURE RATIO FOR CRUISE
MODn: A-4M
ENGINE : JS2- P-408
DATA AS OF: 15 OCTOBER 197 1
DATA BASIS : ESTIMATED
14
13
~
11
Z
"o
~
10
o
8
9
8
7
•
5
4
3
2
t
o
1.0
1.2
1.4
1.6
1.8
2.0
2.2
2.4
ENGINE PRESSURE RATIO
2.6
2.8
3.0
3.2
3.4
3 .6
-'T IPT
,
0
FA1 - ln
Figure 11- 31.
Engine Pressure Ratio for Cruise
11-61/ (11-62 blank)
NAVAIR 01 -40AVM-l
Sec tion XI
Par t 5
PART 5
ENDURANCE
FOULED DECK ENDURANCE
Occasions arise during carr ier operaiions when the
deck becomes fouled and aircralt cannot be taken
aboard until the deck is cleared. I n these instances,
it is desirable for the pilots and the air officer to be
aware of the endurance c apabilities of the unrecovered aircraft so that an immediate deciSion can
be made concerning the proper course of action.
Should the estimated ·'clear deck·' time be beyond the
endurance time of the aircralt, then it must either
depart immediately for the beach, or land aboard
the ready deck of another car r ie r. if available .
However, if it is either desirable or mandatory that
the aircraft orbit until the deck is clear, it is
necessar y that the pilot fully understand the proper
procedure to obtain the maximum endurance with the
available fuei. T he Fouled Deck Endu r ance chart
(figu re 11-32) tabulates the endurance times for
var ious q\lantities of fuel on board at both the ini tial
altitude and the optimum, best endurance altitude .
The airc r aft configuration consists of four empty
wing pylons plus guns with a total drag index of 33.
The endurance values are given in minutes; for the
optimum altitudes include the time required for a
military thrust climb to that altitude and a maximum
range descent to sea level with 250 pounds of fuel
remaining for approach and landing. The e ndurance
times fo r the initial altitude lnclude only the desce nt
time since no climb is req\Jired. Climb s peeds and
a irspeeds fo r maximum endurance are included in
the chart together with letdown instruc tions .
identical to those fo r the Fouled Deck Endurance
chart: however . an BOO-pound fue l allowance is
included fo r approach and landing.
MAXIMUM ENDURANCE
The !o.l aximum Endurance charts provide a means of
determining the Mach number lU1d calibrated airspeed for maximum endurance with the associated
fuel flow and fuel required for a specified loiter time.
These data are provided for a constant altitude loiter
condition. Optimum loiter altitude lines, altitude
for best endurance are super im!Xlsed on the pressure
altitude plots , To use these charts. the average
gross weight, hank angle , pressure altitude, drag
,
index, ambient air temperature. and loiter time
must be knClWn. The charts then provide Mach number, calibrated ai r speed, fuel flow. and fuel
required for maximum endurance.
!
SAMPLE PROBLEM
Ma ximum Endurance Speed
(For figu re 11- 35)
The ti me at which letdown should be initiated is
given in terms of fuel on board and r eprese nts the
fuel required to conduct a maximum r~Ul ge descent
from altitude to s ea leveL A 250-!Xlund fuel alJow. ance is included fo r approach and landing.
!
(A) Average gross wei ght
15.000 Ib
(B) Bank angie
15 degr ees
. , . . . . . . . .
(C) Loiter pressure altitude
Bingo Endurance and Bingo Endurance-Gear Down
charts a re presented in fi gu res 11-33 and 11-34
respectively. These charts a re pr ovided for an
ai r c raft configuration consisting of four wing pylons,
guns, and two 300-gallon external fuel tanks with a
total drag index of 61 with gear up and 391 with gear
dow n. The procedures for the use of the charts are
. . . .
25. 000 it
(0 ) Drag index . . .
100
(E) Mach number for maximum
endurance
0 ,475
11 -63
Section Xl
Pa r t 5
FOCLED DECK EI"OCRAXCE
Orag Index
33
Aire,'aft Weigbt (I.. es8 Fuel)
12 , 039 POWKts
All Pylons and Guns (~o Ammo)
I{esenc fuel for Landing
250 POI.ltlds
Data as of: 1 Oecember ]970
Data Basis: Estimal('d
1>.IOOcl: A-4"1
Eng-ine; J.;2·P·~0~
Ir You
Endurance
"
"
Endurancc
"
En(hll"ance
"
EndunUlce
"
10,000
Feet
Optimum
Altitud('
Optimum
Altitude
20,000
F('et
Optimum
,\Jtituu('
/llilllll('$
Minutes
Fcct
Minutes
l\1inutcs
F(;ct
Minutes
Min\ltes
8!!
:15 , 000
35 , 000
35,000
"
n
13
70
77
:3~,
37
"
33,000
·17
G!)
35 , 000
59
"
Optimum
Altitude
Fc"!
000
"
GO
35,000
52
G4
35 , 000
G3
CO
35 , 000
1500
.'Hi
52
35,000
46
50
35,000
50
GO
35,000
1:100
30
.\ .\
35,00 0
39
48
35,000
4S
32
35,000
!l00
"
35
35,000
3:1
19
26
3.''i,000
26
"
35.000
90<)
30
3:i,OOO
700
13
30,000
l'
22
35,000
CiOO
7
"
15,000
1,
13
25,000
"32
"
0
10
If You Arc al 30.000 Feet
-•
]
~
17
If You
If You Al'e at 33,000 FCN
;\1"('
43
35,000
35
35,000
26
35 , 000
17
30,000
at ·10,000 Fl'ct
Endurance
.
Endurance
30,000
Fcct
Optimum
/\ltHudc
Opti mu m
Altitude
35,000
Feel
O\lIiJl1uJl1
AILilUdc
Optimum
Altitude
40,000
Feet
OpLimulll
Altitude
Minutcs
Minutes
t"l'Ct
Alinutcs
Minutes
Fl'et
Minutes
Minules
»(;
35,000
!i7
'0
3!i,000
81
S!
"
35,000
82
"
"
83
35,000
35,000
"
Enduranc('
"
Endu,'anc c
"
Er.durance
"
"
Optimum
Altitude
Fed
35 , 000
OJ
1900
7S
1700
70
73
73
35,000
71
75
62
"
35,000
1500
,·1
;)Li,OOO
65
GO
3,'".,000
GO
GG
35 , 000
J300
51
(iLi
35 , 000
57
57
35,000
35,000
.11 00
45
·17
3ri,000
48
35,000
·19
49
35.000
000
37
:18
35,000
·11
H
35 , 000
"
"
35,000
"
35,000
2~)
"
"
"
5,~
3J
3:;,000
32
32
35, 000
20
35,000
22
3::;,000
2:{
2:1
35,000
C.OO
3J
22
35 , 000
Endul'3J1ce
2300
700
Descent Spc..'(\
"~~im~.. ~~l~~t
Pressun'
I;
I
"
Optimum
Altitude
HIOO
§
-
Endll":l.nce
Optimum
Allitudl'
2aUO
1700
I,
Endura.ncc
if Yoo ,\re at 20,000 Feet
Level
~ka
•
If YOl.l Arc al10,Ooo FeCI
At·c at Sea Level
Fect
KCAS
Sea LO>o'
3;;';
E~~H:e
i\lach No,
KCAS
t:~lgi1~~ 1~~l;S{-d
KC,,"
:ill:
i$
40,000
I
~
Figure 11 -32 , Foul ed Deck Endura nce
11-64
Sun Leldo\\l1
Wjl~'';:(:tltitud.(' .
Pounds
250
=I
~
m
NAVAIR OI-4 0AVM-l
Section Xl
Pa rt 5
BINCO E NDUR ANCE
Drag Il1de:'( = 61
Aircr aft Weight (Less fUel) " 12,437 Pounds
All P ylons, Guns (No Ammo), and Two 300-Gal lon Exl('rnal Tanks
Reserve fuel for Landing = 800 P ounds
Data as o f: 1 December 1970
Data Basis: Estimated
Model: A-4M
Engine: J S2- P-408
If Yoo Arc at
Sea Uovel
If Yoo Arc a t
10 , 000 Fee t
1£ Yoo Arc at
20, 000 Feet
Endurance
at Sea
l.evel
Endurance
at Optimum
Alt!wdc
Optimu m
Altitude
Endurance
at 10, 000
Feet
Endurance
at Optimum
Altitu de
Optimum
Altitude
Minutes
l\linutcs
F eet
Minutes
Minutes
Fe"
~
2700
2500
2300
2100
1900
1700
1500
1300
1100
:m: "
:m= f-
f-
~
~
~
If You Arc u
30,000 Fect
~
Endurance
at Optimum
Al ti tude
Optimum
Altitude
Minutes
Fe"
," . 000
"
1=
:;:
JfI
•
Endurance
at 20,000
Fee t
E
If You Arc at
·10,000 Feet
U You Ar c at
35, 000 ,"'eel
I
"£
Endunl,nc('
at 30,000
Feet
Endurance
at Optimum
Altitude
Optimum
Altitude
Minutes
Minutes
Feet
?linute3
2700
80
2500
2300
2100
73
GO
59
51
S2
75
35 , 000
35,000
3':;,000
35,000
35,000
35 ,000
35 ,000
35 ,000
30,000
"
"
Gl
'I
54
0
§
g
Endurance
at 35 , 000
Feet
Endurance
at OpUmum
Altitude
Optimum
Al titude
Endurance
at 40,000
Feet
Endurance
at OptinlUm
Altitude
Minutes
F~'
Minutes
35 ,000
35, 000
35 ,000
35,000
35 , 000
35 , 000
35 ,000
35,000
35,000
81
85
74
"70
Minutes
Optimum
Altitude
Feel
~
1900
1700
1500
1300
]JOO
07
"
52
44
44
37
"'"
29
21
2 ,\
ClJmb Speed
Military Thrust
Pressure
Altitude
76
60
76
60
54
4G
38
46
3S
30
22
30
22
Endurance
Speed
G7
"
53
4G
38
31
23
J)eBCL'llt Speed
Engine ldleSpccdbrnkes ClosL>d
35,000
35 , 000
35 , 000
35 ,000
35, 000
35 , 000
35,000
:)5, 000
35,000
OJ
55
47
""
24
Start Letdown
From Altiwde
With Fuel Remaining
Fcet
KCAS
KCAS
KCAS
p~"",
Sea Level
340
190
187
800
5.000
3'10
823
340
190
190
187
10,000
187
830
15,000
20,000
25,000
30,000
35,00()
'10, 000
340
187
187
853
S6i
0.764
O. 764
0 . 764
0.7G4
190
190
190
190
190
190
187
1S7
892
187
187
90'1
915
0.764
190
187
927
45,000
Mach No.
340
SSO
Figur e 11-33, Bingo Endurance
11-65
!
!
Section Xl
Part 5
i
I:~:;
NAVAfR Ol-4 0AVM-l
Bl:\GO
Dat.\ as o f : 1 Decemher 1970
Data i11.sis! J::slim:lt.cd
J32 -P- ~{j~
!
I f You An:' at St-a Lc,'ci
21 00
2500
2:100
2100
1900
1700
l.iOO
l aUO
]100
Optimum
Altitude
Endurallcc
10, 000
FecI
Ft'cl
:Minutes
~
£
Endurance
Ilt Optimulll
"
Alliturk'
,
40
4S
20,000
46
~~
20,OUO
"'"
,.
"
4:\
!!O , OOO
2O,000
"
!!I),OOO
"
17
:)9
·12
20,1)00
33
20,000
35
;17
28
20,00U
JO
3l
23
to,OOO
-,
I
2!J,OuO
0-
26
2'1, :!OO
"
I
"0
2S
1·~
17
13 , (lUO
20
"1
12
15 , OO(J
l'
1
10,000
10
-.
~l
illut('f;
Fed
20,000
2v,000
1;; , 000
-10
l'
10, uoo
If y ou Are at :lO,OOO feCI
En durance
a t 20,000
F eet
Enduranec
a t 0})timum
Altitude
Optimum
AltitudC'
EndUl'a ncc
al 30,000
Fcct
f;ntiul":'lncc
at 0pllmum
Altilude
Optimum
:'Il inulcs
~1inutcs
Fccl
~Jinutc!;
:'IIInule!;
Fc('\
2700
55
2500
2:100
Aititml('
I
2:i,lIM
57
;j ~
50
"
,,0
25,000
52
:,:1
,1;;
45
~5,OQ()
47
l'
2r.,0' )0
2100
·10
40
25,000
2ii,OOO
1900
35
:15
2~',
OliO
"
1:1
37
:),s
2:> , 000
1.700
;;0
30
20,000
32
:l2
2.>,()()Q
1:.00
24
20,000
.,"
-,
,"-,
2",000
l :1l10
\9
20,0()()
21
!!1
2:;,000
1100
I .,'
"
"
:W,fJOO
16
Iti
2;;,0(10
\3
-
I
Optimum
Ahitudc
!\!!nutcs
If You Arc ,It 20, 000 FcC!
"I
~
If You Arc at 10,000 Feet
Minut(' s
~
I
Endurance
a t Optimum
Altitude
"Level
""
T'll\k ~
:\-1:'11
&,
•
Dt:BA:\C E
Drag In{lc)( :l!) l
.\I,'craft Weight (Less Fuel) 12,137 Pound~
,\11 Pylo ns, Guns (No ,\mmo), :111(1 '1'110 .1 00-Gallotl Ext CI'nal
Hescrve Fuel for !. ~n dlll b - bOO Pounds
Endura nee
~
~;N
1
I
25 . 000
2r"00(1
[)(os<'cnt Sp,:-c11
Engine Idlc Specdb"akcs Closed
Star t Letdo""
F mm All IludC'
\\'Iln Fuel Rcmainil1l!
P" C!:lS"I"()
Climb Speed
Altitude
\liliul'I' 'i1lJl..Ist
Endumnct'
Spced
Fed
KCMi
KCAS
KCAS
Pounds
Se:1 LQ\"cl
210
IG3
11;0
~()O
3 ,OOll
2·10
16.')
160
~
10,000
240
\6;;
100
,30
1;),000
Z~O
16'>
160
~W
20,000
2:lO
165
\CO
1'30
!!5,000
:W:;
165
160
~tiO
;10 , 000
18:1
1i;5
100
~~O
-
Figu r e 11-34, Bi ngo Endur ance _ Gea r Dow n
11-66
-
1;;
NAV AIR Ol-40AVM-l
Section XI
Part 5
MAXIMUM ENDURANCE SPEED
MODEL: A.4M
ENGINE : JS2·P-408
DATA AS OF: 15 DECEMBER 1971
DATA 8ASIS : ESTIMATED
26
~
o
z
2.
"0
20
..,:z:
L
~
W
18
16
~
:::o
..,
M
.70
.65
.60
.55
M
W
m
:Ii .50
"z
:z: .45
v
:Ii
'w"
"
..... --------
.40
M
~
.35
.30
,
I
.25
.20
100
150
200
250
300
350
400
450
500
CALIBRATED AIRSPEED - KNOTS
F""-180
Figure 11-35. Maximwn Endurance Speed
11-67
NAVAIR
Section Xl
Part 5
~
IF) Loiter pressu r e altitude
25,000 It
(G) Loiter airspeed . . . . . . . "
195 KCAS
0 1~4 0AVM~1
SAMPLE MAXIMUM ENDURANCE FUEL
SAMPLE MAXIMUM ENDURANCE SPEED
!
I
FAl·179
r .... 1-1711
IK) Bank angle
15 de grees
IL) Loiter p ressu r e altitude
25,000 It
1M) Tempe r atu re deviation rrom
ICAO standard (Ambient
te mper atu re '" ~ 2 4. 50C)
SAMPLE PROBLEM
I
Ma ximum Enduranc e Fu el
I
(For figure 11-36)
(H) Average gross we ight
il-68
.
15, 000 lb
+10o C
IN) Drag index
100
IP) Loiter pr essu r e altitude
25,000 It
IQ) Ambient air te mperature
-24 . 5°C
IR) Fuel now .
1900 Ib/ hr
IS) Loiter time
30 min
IT) Fue l r equired
9501b
I
NAVAIR 01-40AVM-l
Secti on XI
Part 5
MAXIMUM ENDURANCE FUEL
DATA AS OF: 15 OCTOBER 1971
MODEL: A-4M
ENGINE : JS2-P-408
DATA BASIS: ESTIMATED
4,
flOW - POUNDS/ HOUR
~
o ,.
"
."
4000
~
w
..
~
w
>
z' t':f:
::> t
~-
w,
1
+20
~.
T
TEMPERATURE
r-+-..:(
DEVIATION FROM O,.,..-t--::-+-±re""i#PTl-r~"T;~!Z 2S .....
Lu
ICAO STANDARD
- ·C
-20 '
W
;;;
~
w
g.
+
t
\o"I+t+i I+t++IH
' IHHI
I
SO '
~.
•
t
-~+':
I
I
11
.
;'\,
ICAO
ALTITUDE
- 1000 FT
STANDARD
15.0
5
10
15
20
25
30
35
40
5,1
4,'
"•
+
HI
1-1
~, , l
"
"14
,
,
:)... "
54.3
56.5
a~ ~
.
, ' , ~1k
~ 'l
J:
,
_..:! \ ~
1f",
-
,
I
f
-
24.6
44.4
:r lf:
"
.
. 'I' L
"L ~
·C
14.7
34.5
-1
.'
:!
PRESSURE
u
.
~)...,
't-
-·~i +,
rEMP .
I
I-II
-
-
-
Figure 11-36. Maximum Endurance Fuel
11-69/(11-70 blank)
NAVAIR 0 1·40AVM -}
Section XI
Part 7
PART 7
DESCENT
MAXIMUM RANGE DESCENT
SAMPLE DESCENT FUEL
Graphical data are presented in figures 11-41 through
11 -43 for maximum range descent using idle thrust
and with speedbrakes closed, Recommended ma-ximum r ange descent speed. fuel consumed, di stance
eovered . and eial)Sed time from any desired alt itude
to sea level are presented as a function of g r oss
weight and drag index, All data is based on an ICAO
s tandard atmosphe r e,
The method of presenting data for fuel, distance, and
time is identical. Therefore, only one sample pr oblem Is shown.
SAMPLE PROBLEM
Descen t Fu el
(For figure 11-41)
FAl-ll6
(A) Initial gross weight .
14.0001b
(B) Cruise altitude
35 , 000 ft
(C) Dr ag index ... . .. . .. , . , .. , .
o
(0) Fuel required from cruise
altitude to sea level , .. , . , , . . . . . 112 Ib
Note
From figure 11-42, descent speed is 200
KCAS.
NAVAJR 01-40AVM-l
Section XI
Part 7
DESCENT FUEL
IDLE THRUST
GEAR UP
FLAPS UP
SPEEDBRAKES RETRACTED
2.
MODEL: A-4M
DATA AS Of: 1 DECEMBER 1970
ENGINE : JS2-P-408
DATA BASIS : ESTIMATED
2.
~
Q
Z
=>
22
0
~
§
20
~
.."'"
~
~
~
0
•
i>
18
I.
I. --~
12 -
,.,
~
0
-
150
125
~
100
Q
Z
=>
0
~
-
75
L
,
""
'
w
=>
~
SO
r
,
' t
2S
,
0
FAl-127
F igu re 11-41. Descent Fuel
11-80
NAVAIR 01-40AVM -1
Section XI
Part 7
DESCENT DISTANCE
IDLE THRUST
FLAPS UP
GEAR UP
SPEEOBRAKES RETRACTED
MODEL: A-4M
DATA AS OF: 1 DECEMBER 1970
ENGINE : JS2-P-408
DATA BASIS: ESTIMATED
26
24
~
Q
z
:>
22
§
20
oL
,.
~
J
-
...o
l:ll
o
14
~
t
12
r
..'"
'"
\\1\
~c
g:.
0"
~~
"'~~
'"
0
L
120
~
~
~
.
:E
100
~
v
;::
80
I
~
v
60
~
40
.z
z.
:>
'"
•
l
Q
20
0
DESCENT SPEED SCHEDULE - KCAS
GROSS WEIGHT - 1000 POUNDS
DRAG INDEX
12
14
,.
18
20
22
24
2.
0
100
200
185
175
,.5
200
185
180
215
200
190
225
210
200
240
220
210
250
230
220
2.0
240
230
270
250
240
Figure 11-42.
FA 1-1 28- A
Descent Distance
11-81
Section XI
Part 7
NAVAIR Ol-40AVM-l
DE5CENT TIME
IDLE THRUST
GEAR UP
FLAPS UP
SPEEDBRAKES RETRACTED
MODEL: A-4M
ENGINE: JS2-P-408
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
2.
2.
~
c
Z
::>
0
22
8
20
~
~
%
"
ill
~
..
~
~
0
"
18
,.
0
I.
II
25
20
~
w
~
::>
;;
15
>E
I
w
>E
"
10
5
0
FAl-129-A
Figure 11-43 . Descent T ime
11-82
NAVAlR 0 1-4 0AVl\1-J
Section Xl
Part 9
PART 9
COMBAT PERFORMANCE
COMBAT PERFORMANCE
SAMPLE TURNING RADIUS
This part contains the performance chaTts associated
with the combat phase of the mission. Turning
radius, maneuverability, maximulll Mach num':ler.
and military fuel flow are included.
®
-- ---
.......... ©
--- --
TURNING RADIUS
The turning radius nomograph, fib'Ul"e 11-47, preSe nts d,1t3 for steady state Jeveltut'ns as a fUnctiOn
of true airspccd, normal load factor, bank angle,
distance traveled. and heading change . When used
in conjunction with the load factor limitations of the
maneuverabillty charts, figure 11-4 8, the aerodyn:rnic , enginc. and structural characteristics of the
aircraft arc takcn into accou nt.
TRUE
111&11
toan
un
IIUmO
tUIU5
fACTOR
mLE
-- ---_ill---
- -
,
Note
IURI
UGIUS
ISIlN E
lunun
•
U~"
At norlllal low level airspeeds a rough planning :lid for turning radius is the use of a
dime on an ONe (l :1, 000, 000) or a quarter
on a PC (J :500, 000).
",., •
1M
CII'N~E
fA-I-DO
SAM PLE PROBLEM
(8)
True Airspeed
496 KTAS
(C)
Turning Radius
6OQOft
(0)
Heading change
90 deJtrees
(For rtgurc 11-4 7)
(E)
Distancc Travcled in Turn
9200 rt
From ManeU\'erabUity Sample Problem I (Figure J 1-48)
MANEUVERABILITY
Turning Radius
Mach Number
O. 75
Normal Load Factor ...
3.84g
(A) Normal Load Factor
3.84g
(J3ank Angle.
..... .
. 74.6 Degrees)
Low-altitude maneuverab ilit y characteristics of the
A-4M aircraft are shown in figure 11-48. These data
provide a means of determining either the maximum
load fador attainable at a speCified Mach number
(sample problem 1) or the maximum (and minimum)
Mach number for a predetermined load factor requirement (sample problem 2). These data are presented:ts a function of altitude, normal load factol'
11-9 3
Se ction XI
Part 9
NA VAIR 0l-40AVM-l
TURNING RADIUS
600
30
10
150
1.02
20
550
100
'00
1.05
10
20
1.10
450
5
4
400
30
3
40
2
350
1.5 - 1 50
1.0
5
300
4
3
" ,,
••
.4
2
250
150
30
20
100
50
10
400
300
200
,
.2
4
.1
.5
TURN RADIUS
11000 FEET NAUTICAL MILES)
' ,3 _ j - 70
5
6 _ _I - 80
7
NORMAL LOAD BANK ANGLE
fACTOR
(DEGREES)
180
50
150
100
10
5
4
3
10
,
.3
1.0
200
AI RSPEED (KTAS)
2 --=:1- 60
•
--- --
2
T.O-
1.0
5
-- --
100
90
80
70
60
50
.5
.5
1
.1
.5
TURN RADIUS
(1000 FEETNAUTICAL MILES)
40
.5
30
.1
.2
20
HEADING CHANGE
{DEGREESI
DISTANCE
TRAVElED
IN TURN
11000 FEETNAUTICAL MILES)
FA1·134
Figure 11- 47.
11-94
TUrning Radius
NAV AIR Ol -40AVM - l
Section XI
Part 9
MANEUVERABILITY
MILITARY THRUST
SEA LEVEL
STANDARD DAY
FLAPS UP
GEAR UP
MODEL: Aw4M
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
ENGINE : JS2- P-40B
90
• \;.
!--!' .
' -;S~U."u""\ liMIT
+
:tT"T"r "fTTC-,r-
,~
80
l
50
BUFFET
ONSET
I
II '"
40
...1+.:t'1- J.
30
f
20
o
0 .2
0.3
0 .4
0.5
0.6
MACH NUMBER
0.1
0.'
0.'
FA,1-135
Figure 11-48. Maneuverability (Sheet 1)
11-95
Secti on
Part 9
NAVAI R Ol-40AVM-l
}Q
MANEUVERABILITY
MILITARY THRUST
10,000 FEET - STANDARD DAY
FLAPS UP
MODEl: A·4M
ENGINE: JS2-P-408
90
GEAR UP
DATA AS OF: 1 DECEMBER 1970
DATA BASIS : ESTIMATED
~
80
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c
70
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0
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-
60
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iii
~
~
50
~
0
~
"
"
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•
X
40
~
0
~
~
30
0
~
•
~
~
~
0
Z
20
10
o
0 .2
0.3
0.4
0 .5
0 .6
0 .7
0 .8
0.'
MACH NUMBER
FAT-136
Figure 11-48 . Maneuverability (Sheet 2)
11-96
NAVAIR 01 -4 0AV M-l
SAMPLE MANEUVERABILITY
Section XI
Part 9
SAMPLE PROBLEM 2
Maneuverability
(For figure 11 - 48, shee t 1 )
(D)
Altitude .
Sea level
Gross weight
20, 000 Ib
Normal load factor required
3.0g
Normal load factor x gross
weight . . .
60,000 Ib
(E) Drag index
100
(F ) Minimum Mach number
at 3. Og . . . . . . . . . . . . . . . . . . . . 0.434
(G )
Maximum Mach number
at3.0g . . . . . . . . . . . .
0.73 1
FAI-I3l
SAMPLE MAXIMUM MACH NUMBER
times gross weight, Mach numbe r, and drag index
for zero longitudinal acceleration. Supe ri mposed on
the graphs are lines showing maximum lift, buffet
on-sel, and structural limitS. All data presented are
based on the engine developing military thrust.
SAMPLE PROBLEM 1
Maneuverabi lity
(For figure 11-4 8, sheet 1)
Altitude .
Sea level
Gross weight
18,000 lb
(A) Mach number
O. 75
(B) Drag index
50
(C) Normal load factor x gross weight
69,0001b
Gross weight. . . . . . . . . . .
18,0001b
Nor mal load factor at zero
longitudinlll acceiel'a.tion ..
3.84g
PII ESSlJRE AL nn.lDE " 10,000 fEfT
FAI-U2
11-97
Section Xl
Part 9
NAVAIR 0 1-40AVM- J
SAMPLE MILITARY FUEl flOW
drag index and gross weight at altitudes of sea leve l
and 10,000 feel. Military th r ust fuel flow is prese nted in fib'ure 11- 50 a s a fUllction of pressure
altitude and Mach nu mber.
SAMPLE PROBLEM
Maximum Mach Numbe r
(For figu re 11-49 )
. . . . . . . . 60
(A)
Drag index ..
(9)
Gross weight at sea level . . . . . . . . 18,OOOIb
(e)
Maximum M::lch number
0_ 833
SAMPLE PROBLEM
Military Fuel Flow
FAl-)))
MAXIMUM MACH NUMBER
Level fli ght maximum Mach number. at military
thrust. is shown in fi gure 11-49, as a function of
11 -98
(For figure 11-50)
(A)
Pl'essure altitude
.. . . . . . . . . . . 10,000 ft
(9)
Mach numher
0.90
(e)
Fuel flow . .
156 Ib/ min
Section XI
NAVAIR Ol-40AVM-l
Part 9
MAXIMUM MACH NUMBER
MILITARY THRUST
ICAO STANDARD ATMOSPHERE
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
MODEL: A-4M
ENGINE : J52-P-40fl
1.0
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h'if12 t ,
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Hl~t
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40
"
H
80
,
,
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,t
,
120
160
200
DRAG INDEX
IL"GR
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v
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o
40
aD
120
160
200
DRAG INDEX
Figure 11-49. Maximum Mach Number
11-99
NAVAIR 01-40AVM-1
Section XI
Part 9
MILITARY FUEL FLOW
ICAO STANDARD ATMOSPHERE
MODEL: A-4M
ENGINE: JS2 -P-408
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: ESTIMATED
32
28
2.
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-
20
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16
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12
8
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o
40.
60
80
100
120
140 '
160
180
FUEL FLOW - POUNDS PER MINUTE
FAl-138
Figure 11-50. Military Fue l Flow
11-100